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Fcom Vol 1 Complete Rev 118

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100% found this document useful (1 vote)

838 views924 pages

Fcom Vol 1 Complete Rev 118

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Bora Karaoglu

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Flight Crew

Operating Manual

MODEL A/C EFFECTIVITY

9002 thru 9312, 9314 thru 9380,

BD−700−1A10 9384 thru 9429

42,411 kg / 93,500 lb MTOW

or
43,091 kg / 95,000 lb MTOW
or
43,545 kg / 96,000 lb MTOW
or
44,452 kg / 98,000 lb MTOW
or
45,132 kg / 99,500 lb MTOW

FIRST ISSUED: May 15/1998 REVISION 118: Nov 03/2023

VOLUME 1 Publication No. CSP 700−6

TRANSMITTAL LETTER

THIS PAGE INTENTIONALLY LEFT BLANK

Page 2 Flight Crew Operating Manual REV 118, Nov 03, 2023
CSP 700−6
TRANSMITTAL LETTER

This is revision 118 to the Flight Crew Operating Manual, CSP 700−6.
To bring this manual up to date remove old pages and insert revised pages as detailed below:

REMOVE INSERT
Volume 1 Title Revision 117 Revision 118
Record of Revisions 00−01−21 to 00−01−22
List of Effective Pages 00−03−1 to 00−03−18 00−03−1 to 00−03−18
Limitations 02−08−4 02−08−4
Normal Procedures 04−00−2 to 04−00−3 04−00−2 to 04−00−3
04−06−4 to 04−06−8 04−06−4 to 04−06−8
04−08−1 04−08−1
04−08−16 to 04−08−22 04−08−16 to 04−08−24
Non−Normal Procedures 05−10−21 to 05−10−22 05−10−21 to 05−10−22
Supplementary Procedures 07−01−18 07−01−18
07−01−20 07−01−20
07−01−24 to 07−01−33 07−01−24 to 07−01−33
07−01−36 to 07−01−41 07−01−36 to 07−01−41
Volume 2 Title Revision 117 Revision 118
Introduction 00−10−20 00−10−20
Automatic Flight Control System 04−00−1 04−00−1
04−10−25 to 04−10−60 04−10−25 to 04−10−64
Emergency Equipment 08−00−1 08−00−1
08−10−13 to 08−10−30 08−10−13 to 08−10−28
Flight Controls 10−10−59 10−10−59
Flight Instruments 11−10−199 11−10−199
Navigation 17−00−2 to 17−00−3 17−00−2 to 17−00−3
17−10−141 to 17−10−142 17−10−141 to 17−10−142
17−10−151 to 17−10−210 17−10−151 to 17−10−210

NOTE

Record the date you insert this revision in the Record of Revisions at the front of the
manual.

REV 118, Nov 03, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6
Page 1
GLOBAL EXPRESS* (MODEL BD−700−1A10)
FLIGHT CREW OPERATING MANUAL − VOLUME 1 − CSP 700−6
Bombardier Aerospace
P.O. Box 6087, Station Centre−ville
Montreal, Quebec, Canada H3C 3G9

Consult the Terms and Conditions by signing in to the Customer Portal

(https://businessaircraft.bombardier.com/en) and navigating to LIBRARY −> Technical Publications −>
Technical Publication Terms and Condition.

For more information regarding Technical Publications please contact:

Bombardier Customer Services Business Aircraft

Customer Services Hotline (Technical Assistance & In−flight Emergencies)
North America: 1−866−JET−1247 (1−866−538−1247)
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Email: ac.yul@aero.bombardier.com

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International: +1−514−855−2999
Facsimile: 514−855−2770
Email: bbad.pubs.dist@aero.bombardier.com

To ease the ordering process, the following Document

Identification Number should be used: GL 700 FCOM

Copyright © 1998−2023 by Bombardier Inc. All rights reserved.

*Trademark of Bombardier Inc. or its subsidiaries.
Printed in Canada
RECORD OF REVISIONS

Record the date you insert each revision in your manual.

Revision Incorporated
Subject Date
No. By

1 Introduces miscellaneous changes to reflect Airplane Flight

Aug 28/98 Manual basic edition dated Aug 28, 1998.
2 Introduces miscellaneous changes to reflect Airplane Flight
Nov 06/98 Manual revision 1 dated Nov 06, 1998.
3 Introduces miscellaneous changes to reflect Airplane Flight
Dec 15/98 Manual revision 2 dated Dec 15, 1998. Inserts expanded
emergency and non−normal procedural data.
4 Introduces miscellaneous changes to reflect the hardware
Jan 01/99 and software level applicable for entry into service.
5 Introduces miscellaneous changes to reflect Airplane Flight
Jul 08/99 Manual revision 3 dated Feb 11, 1999, revision 4 dated May
03, 1999, and revision 5 dated Jul 08, 1999.
6 Introduces miscellaneous changes to reflect Airplane Flight
Jul 23/99 Manual revision 6 dated Jul 23, 1999.
7 Introduces miscellaneous changes to reflect Airplane Flight
Jul 27/99 Manual revision 7 dated Jul 27, 1999.
8 Introduces miscellaneous changes to reflect Airplane Flight
Sep 01/99 Manual revision 8 dated Sep 01, 1999.
9 Introduces miscellaneous changes to reflect Airplane Flight
Oct 31/99 Manual revision 9 dated Oct 31, 1999, and updates the
Holdover Times Tables (Transport Canada Commercial &
Business Aviation Advisory Circular − Aircraft Ground Icing
Update − 1999
10 Introduces miscellaneous changes to reflect Airplane Flight
Dec 06/99 Manual revision 10 dated Dec 06, 1999.
11 Introduces miscellaneous changes to reflect Airplane Flight
Apr 12/00 Manual revision 11 dated Apr 12, 2000.
12 Introduces miscellaneous changes to reflect Airplane Flight
Aug 21/00 Manual revision 12 dated Jun 28, 2000.
13 Introduces miscellaneous changes to reflect Airplane Flight
Aug 25/00 Manual revision 13 dated Jul 10, 2000. It also incorporates
editorial corrections.
14 Introduces miscellaneous changes to reflect Airplane Flight
Oct 05/00 Manual revision 14 dated Oct 05, 2000. It also incorporates
technical and editorial corrections.

REV 68, Feb 09, 2011 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−1
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

15 Introduces miscellaneous changes to reflect Airplane Flight

Oct 23/00 Manual revision 15 dated Oct 23, 2000. It also incorporates
technical and editorial corrections.
16 Introduces miscellaneous changes to reflect Airplane Flight
Dec 20/00 Manual revision 16 dated Oct 25, 2000. It also incorporates
technical and editorial corrections.
17 Introduces miscellaneous changes to reflect Airplane Flight
Feb 09/01 Manual revision 17 dated Jan 16, 2001.
18 Introduces miscellaneous changes to reflect Airplane Flight
Feb 12/01 Manual revision 18 dated Jan 26, 2001.
19 Introduces miscellaneous changes to reflect Airplane Flight
Feb 16/01 Manual revision 19 dated Feb 01, 2001.
20 Introduces miscellaneous changes to reflect Airplane Flight
Feb 19/01 Manual revision 20 dated Feb 06, 2001.
21 Introduces miscellaneous changes to reflect Airplane Flight
Feb 23/01 Manual revision 21 dated Feb 22, 2001. It also incorporates
technical and editorial corrections.
22 Introduces miscellaneous changes to reflect Airplane Flight
Mar 30/01 Manual revision 22 dated March 2001. It also incorporates
technical and editorial corrections.
23 Introduces miscellaneous changes to reflect Airplane Flight
Mar 15/01 Manual revision 23 dated May 04, 2001.
24 Introduces miscellaneous changes to reflect Airplane Flight
Mar 22/01 Manual revision 24 dated May 09, 2001.
25 Introduces miscellaneous changes to reflect Airplane Flight
Jul 31/01 Manual revision 25 dated Jul 25, 2001.
26 Introduces miscellaneous changes to reflect Airplane Flight
Nov 02/01 Manual revision 26 dated Oct 29, 2001.
27 Introduces miscellaneous changes to reflect Airplane Flight
Feb 04/02 Manual revision 27 dated Dec 17, 2001.
28 Introduces miscellaneous changes to reflect Airplane Flight
Feb 06/02 Manual revision 28 dated Jan 14, 2002.
29 Introduces miscellaneous changes to reflect Airplane Flight
Feb 08/02 Manual revision 29 dated Jan 18, 2002.
30 Introduces miscellaneous changes to reflect Airplane Flight
Feb 25/02 Manual revision 30 dated Jan 21, 2002.

Volume 1 Flight Crew Operating Manual REV 68, Feb 09, 2011
00−01−2 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

31 Introduces miscellaneous changes to reflect Airplane Flight

Apr 16/02 Manual revision 31 dated Mar 01, 2002.
32 Introduces miscellaneous changes to reflect Airplane Flight
May 22/02 Manual revision 32 dated May 22, 2002.
33 Introduces miscellaneous changes to reflect Airplane Flight
Aug 01/02 Manual revision 33 dated Aug 01, 2002.
34 Introduces miscellaneous changes to reflect Airplane Flight
Sep 16/02 Manual revision 34 dated Sep 16, 2002.
35 Introduces miscellaneous changes to reflect Airplane Flight
Oct 04/02 Manual revision 35 dated Oct 04, 2002.
36 Not issued due to harmonization with the Airplane Flight
Manual.
37 Introduces miscellaneous changes to reflect Airplane Flight
Feb 27/03 Manual revision 37 dated Jan 31, 2003.
38 Introduces miscellaneous changes to reflect Airplane Flight
Jun 01/03 Manual revision 38 dated Jun 01, 2003.
38A Introduces changes to the Supplementary Procedures −
Nov 01/03 Cold Weather Operations.
39 Introduces miscellaneous changes.
Dec 01/03
40 Introduces miscellaneous changes to reflect Airplane Flight
Dec 15/03 Manual revision 40 dated Dec 15, 2003.
41 Introduces miscellaneous changes to reflect Airplane Flight
Jul 08/04 Manual revision 41 dated Jul 08, 2004.
42 Introduces miscellaneous changes to reflect Airplane Flight
Nov 26/04 Manual revision 42 dated Nov 26, 2004.
43 Introduces miscellaneous changes to reflect Airplane Flight
Dec 22/04 Manual revision 43 dated Dec 22, 2004.
44 Introduces miscellaneous changes to reflect Airplane Flight
Jan 21/05 Manual revision 44 dated Jan 21, 2005.
45 Introduces miscellaneous changes to reflect Airplane Flight
Apr 25/05 Manual revision 45 dated Apr 25, 2005.
46 Introduces changes to reflect Airplane Flight Manual revision
Jul 21/05 46 dated Jul 21, 2005. Revises Limitations for Mode S
Enhanced Surveillance Requirements. Introduces the
Enhanced Vision System (EVS). It also incorporates
technical and editorial corrections.

REV 68, Feb 09, 2011 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−3
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

47 Introduces changes to reflect Airplane Flight Manual revision

Aug 30/05 47 dated Aug 30, 2005. Limitation against Revision 44 is
removed, delete TR BD 700/46−1. Incorporates User
Comment GXUC05−06−05 (SG 3 drives DU 1, DU 3, DU 5
and DU 6).
REV 48 Introduces changes to reflect Airplane Flight Manual revision
Dec 01/05 48 dated Dec 01, 2005. Revises L (R) HYD SOV FAIL
(Caution) procedure, delete TR BD 700/36−1. Incorporates
User Comment GXUC05−08−03, revised effectivity to
perform the RAT generator test. Incorporates User Comment
GXCDM05−10−05, HUD/EVS changes. Introduces a
reduction in cabin altitude, delete TR BD 700/45. Adds new
limitations for PRNAV operations, delete TR BD 700/53.
Adds new data for the use of EVS system, delete TR BD
700/54. Incorporates User Comment GXCDM05−11−23, to
introduce SAE Type III de−icing/anti−icing fluid and revise
Holdover Time (HOT) tables.
REV 49 Adds Noise Abatement procedure. Introduces editorial
Feb 24/06 changes to Chapter 1, Introduction. Revises several CAS
descriptions.
REV 50 Introduces changes to reflect Airplane Flight Manual revision
Apr 17/06 50 dated Apr 17, 2006. Revises procedures to add caution
headers where appropriate. Introduces Single Engine
Go−Around procedure. Incorporates editorial corrections.
REV 51 Introduces changes to reflect Airplane Flight Manual revision
Aug 14/06 51 dated Aug 14, 2006. Incorporates technical and editorial
corrections to the crew seat. Introduces effectivity for
passenger door. Revises cabin inspection (faucets) in
Normal Procedures. Introduces Supplementary Procedures
for Operation in Volcanic Ash/Dust. Incorporates SB
700−31−026, Quick Access Recorder. Incorporates User
Comment GXUC05−07−02, Air Conditioning and
Pressurization. Incorporates technical and editorial
corrections.
REV 52 Introduces changes to reflect Airplane Flight Manual revision
Nov 10/06 52 dated Nov 10, 2006. Incorporates User Comment
GXUC06−09−16, description of the master warning/master
caution lights. Cancels TR BD 700/34−3.
REV 53 Introduces changes to reflect Airplane Flight Manual revision
Jan 29/07 53 dated Jan 29, 2007. Cancels TR BD 700/58.
REV 54 Introduces changes to reflect Airplane Flight Manual revision
Jun 15/07 54 dated Jun 15, 2007.

Volume 1 Flight Crew Operating Manual REV 68, Feb 09, 2011
00−01−4 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

REV 55 Deletes FCU FAULT, FLAP BIT, SLAT BIT Advisories.

Sep 14/07 Introduces SLAT−FLAP BIT Advisory. Introduces GO / NO
GO Guide in Supplementary Procedures. Introduces Display
Operating temperature limitations. Introduces new data for
45,132 kg/99,500 lb MTOW. Introduces Engine Starting in
Supplementary Procedures.
REV 56 Introduces changes to reflect Airplane Flight Manual revision
Feb 11/08 56 dated Feb 11, 2008. Incorporates User Comments
GXCDM05−08−05 and GXCDM05−08−12 NB deleted from
RMU illustrations, GXCDM07−01−07 Lateral Seat Lockout,
and GXUC07−12−02 Inflight check of the RAM air turbine
procedure. Added structural weight limitations for aircraft
incorporating 45,132 kg (99,500 lb) MTOW placard. Added
note regarding ice crystals in NORMAL PROCEDURES,
CRUISE.
REV 57 Introduces changes to reflect Airplane Flight Manual revision
Apr 11/08 57 dated Apr 11, 2008.
REV 58 Introduces changes to reflect Airplane Flight Manual revision
Sep 29/08 58 dated Sep 29, 2008.
REV 59 Introduces changes to reflect Airplane Flight Manual revision
Feb 27/09 59 dated Feb 27, 2009. It also incorporates technical and
editorial corrections.
REV 60 Introduces changes to reflect Airplane Flight Manual revision
May 08/09 60 dated May 08, 2009. It also incorporates technical and
editorial corrections.
REV 61 Introduces changes to reflect Airplane Flight Manual revision
Jul 10/09 61 dated July 10, 2009.
REV 62 Introduces changes to reflect Airplane Flight Manual revision
Sep 16/09 62 dated Sep16, 2009 and in the Automatic Flight Control
section it introduces the optional Automatic Emergency
Descent mode (EDM).
REV 63 Introduces changes to reflect Airplane Flight Manual revision
Dec 22/09 63 dated Dec 22, 2009. In Normal Procedures − Approach
and Landing section, introduces Crosswind Landing section
and revises After Landing section. Revises Supplementary
Procedures − Cold Weather Operations to include Ice Pellet
Allowance Times and revised Holdover Time (HOT)
Guidelines.
REV 64 Introduces changes to reflect Airplane Flight Manual revision
Mar 12/10 64 dated Mar 12, 2010. Introduces Visual Eye References
for Landing Approach Operation. Incorporates editorial
corrections.

REV 68, Feb 09, 2011 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−5
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

REV 65 Introduces changes to reflect Airplane Flight Manual revision

May 26/10 65 dated May 26, 2010. Revises Circuit Breakers For
Disabled Systems. Incorporates editorial and graphical
corrections.
REV 66 Introduces changes to reflect Airplane Flight Manual revision
Aug 03/10 66 dated Aug 03, 2010. Incorporates User Comment
GXUC10−04−34 − Missing circuit breakers from EMS CDU
listing. Incorporates User Comment GXUC10−04−41 −
Show correct VHF comm range.
REV 67 Introduces changes to reflect Airplane Flight Manual revision
Nov 09/10 67 dated Nov 09, 2010. Incorporates Standard Instrument
Departure data as Supplement 12. Incorporates user
comment GXUC10−09−23 to correct note for APU OIL LO
QTY to 3.5 qts. Revises tables for Deicing/Anti-icing Fluid
Holdover Guidelines and Ice Pellet Allowance Times as per
Transport Canada Holdover Time (HOT) Guidelines Winter
2010−2011.
REV 68 Introduces changes to reflect Airplane Flight Manual revision
Feb 9/11 68 dated Feb 9, 2011. In Volume 2, corrects the maximum
frequency range for VHF COM 1, 2 and 3 systems in
Chapter 6 − Communications (User Comment
GXUC10−04−41). Revises the External AC Power rating in
Chapter 7 − Electrical (User Comment GXUC10−08−33).
Adds section for CB − IND/RECORD SYSTEM in Chapter
11 − Flight Instruments (User Comment GXUC10−04−34).
REV 69 Introduces changes to reflect Airplane Flight Manual revision
May 24/11 69 dated May 24, 2011. In Volume 1, deletes redundant
table in NORM BRAKE FAIL (Warning) procedure and Dual
Radio Altimeter Failure procedure. Re−formats L(R) FADEC
FAIL (Caution) procedure and RUD LIMITER FAIL (Caution)
procedure. Corrects table headers in HYD 3 LO PRESS
(Caution) procedure to “WITH THRUST REVERSER”. Adds
editorial changes to Chapter 5− Non−Normal Procedures.
Corrects color of EICAS messages in FCOM Vol. 2, Chapter
18 Power Plant (User Comment GXUC11−04−17).
REV 70 In Volume 1, introduces changes to reflect Airplane Flight
Aug 15/11 Manual revision 70 dated Aug 15, 2011. Revises the Cold
Weather Operations in Supplementary Procedures. In
Volume 2, Chapter 14 − Ice and Rain Protection, corrects
HBMU paragraph (User Comment GXUC11−04−46) and
includes editorial corrections in Chapter 6 −
Communications.

Volume 1 Flight Crew Operating Manual REV 70, Aug 15, 2011
00−01−6 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

REV 71 In Volume 1, introduces changes to reflect Airplane Flight

Nov 30/11 Manual revision 71 dated Nov 30, 2011. Updates the Record
of Temporary Revisions to reflect the cancellation of FCOM
TR BD 700/30-4, dated Aug 30/05. In Volume 2, Chapter 18
− Powerplant, clarifies N2 value for when fuel flow is active
(User Comment GXUC11−08−54). Chapter 6 −
Communications, revises Light Sensor − ELT Panel
description (User Comment GXUC11−01−39) Includes
Batch 3 software upgrade in chapters 4, 11, and 17.
REV 72 In Volume 1, introduces changes to reflect Airplane Flight
Feb 09/12 Manual revision 72 dated Feb 09/12. Adds a CAUTION to
support the HYD 3 LO PRESS (Caution), HYD 3 HI TEMP
(Caution), HYD 2 LO PRESS and HYD 3 LO PRESS
(Caution) and HYD 1 LO PRESS and HYD 3 LO PRESS
(Caution).
REV 73 In Volume 1, introduces changes to reflect Airplane Flight
May 18/12 Manual revision 73 dated May 18/12. Corrects the MTOW
weights in chapter 2 − Structural Limitations section.
Removes erroneous NOTEs from the External Walkaround
procedure in chapter 4 and adds CAUTIONS. Revises the
GO / NO GO Guide in Supplementary Procedures and
incorporates TR BD 700/85 and TR BD 700/86. In Volume 2,
corrects reference for Weather Radar Pilot Manual
publication no. Removes TBD Vs from Stall Warning
description in chapter 3. In chapter 11, adds a CAUTION for
the Combiner Unit in the crash position. Revises Batch 3
software upgrade in chapters 3, 4, 6, 11, and 17.
REV 74 In Volume 1, introduces changes to reflect Airplane Flight
Aug 17/12 Manual revision 74 dated Aug 17/12. Incorporates temporary
revision BD 700/76 and BD 700/77. Corrects the Go/No−Go
guide reference to MMEL from 30−40−01 to 30−41−01 for
the L WINDOW HEAT FAIL message (GXUC11−10−57). In
INTRODUCTION − GENERAL section, replaces references
to Operation and Maintenance Procedures (OMP) with
Dispatch Deviation Guide (DDG) (GXUC12−06−10). In
Volume 2, corrects the minimum operating temperature
(GXUC12−03−05).

REV 74, Aug 17, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−7
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

REV 75 In Volume 1, introduce changes to reflect Airplane Flight

Dec 20/12 Manual Revision 75. Revise WARNING in the EXTERNAL
WALKAROUND procedure in regards to the APU
(GXUC12−05−22). Revise the Go/No−Go guide to add
possible LRU MMEL relief to RAT GEN FAIL message, and
remove L FUEL FILTER and R FUEL FILTER advisory
messages from caution message table (GXUC12−05−38
and GXUC12−10−11). Revised instructions to operate APU
battery heaters (GXUC10−05−32). Add CAUTION prior to
turning ON Windshield heat (GXUC−12−09−56). In Volume
1, revise fuel sample requirements and add steps to drain
fuel water drains during EXTERNAL WALKAROUND
(GXUC11−06−04). In Volume 1, add increased take−off
distance for flap 0° and flap 16° and remove erroneous
reference to non−existent AFM data (GXUC11−08−09). In
Volume 1, remove note requiring flaps greater than zero for
WOW validity in After Start Checks as it is no longer
necessary (GXUC12−07−29). In Volume 1, In−Flight
Checks, converted existing note into procedural steps and
added note (GXUC11−05−62). In Volume 1, remove
reference to CAT IIIa operations and add statement
regarding functionality of the GPWS (GXUC12−08−52). In
Volume 1, Cold Weather Operations supplement, updated
holdover time guidelines for winter 2012 − 2013 and
reoriented tables to improve usability (FMCR−GX−050 and
GXUC11−10−53). In Volume 1, Cold Weather Operations
supplement, clarify and simply cold weather operation
limitations (GXUC11−08−01). In Volume 1, replace slash
with hyphen to correct SLAP−FLAP FAULT message
representation (GXUC12−04−106). In Supplement section
Go/No Go guide, revise BRAKE TEMPS advisory message
from No Go to Go (GXUC11−08−06). In Supplement section
Go/No Go guide TRIM AIR FAULT message, add EASA to
the ’CAS MESSAGE RELIEF’ column based on EASA
MMEL and corrected DDG reference in the ’POSSIBLE LRU
MMEL RELIEF’ column (GXUC12−05−09). Revises Noise
Abatement − Supplementary Procedures. In Volume 2,
corrected Wing Anti−Ice Fail and Wing Anti−Ice Low Heat
descriptions (GXUC11−03−19). In Volume 2, revise EICAS
display for EICAS warning message WING A/ICE OVHT to
show same display for both wings (GXUC12−02−59). Revise
EICAS display for EICAS R BLEED LEAK message to show
R BLEED valve closed (GXUC12−10−34). Revise altitude
and cabin pressure example graphics to show the EICAS
CAB ALT LEVEL HI message and altitude points
(GXUC12−02−60).

Volume 1 Flight Crew Operating Manual REV 75, Dec 20, 2012
00−01−8 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

76 In Volume 1, introduce changes to reflect Airplane Flight

Mar 04/13 Manual Revision 76. In Cold Weather Operations
supplement, change rudder trim setting to full left when APU
running during de−icing (GXUC12−04−79). In the table for
CALLOUTS DURING TAKE-OFF, the minimum autopilot
engage height is corrected from 1000 feet AGL to 400 feet
AGL (GXUC13−01−20). Incorporates Temporary Revisions
BD 700/65−1(GXUC13−01−24), BD 700/112−1 and BD
700/113−1.
77 In Volume 1, adds operational caution to customers for wood
Sep 10/13 veneer to introduction. Adds runway confirmation check to
Take−Off checklist (GXUC12−07−27). Corrects Service
Bulletin List effectivities (GXUC11−05−06 and
GXUC13−04−11). Incorporates Temporary Revisions BD
700/119. Revises text in Windshear supplement for clarity
(GXUC12−10−56). Adds note to battery power only engine
start procedure (GXUC12−04−101). Adds engine oil
replenishment procedure to Terminating check
(GXUC11−11−04). Removes unnecessary steps from
shutdown and terminating procedures (GXUC13−06−02).
Revise Cold Weather Operations supplement to remove
contradiction (GXUC13−03−70). Corrects CAS advisory
message (GXUC12−01−71). Removes references to AFM
take−off distance penalties for rolling take−off
(GXUC13−06−25). Revise Go/No−Go guide to remove
BRAKE TEMP advisory message since It’s not included in
the DDG (GXUC13−07−28). Adds caution to ICE caution
message procedure (GXUC13−06−35). Clarifies statement
in Climb Check regarding display of CLB indication on
EICAS (GXUC13−07−20). Adds STALL WARN ADVANCE
caution message to Go /No Go guide (GXUC11−11−54).
78 In Volume 1, introduce changes to reflect Airplane Flight
Nov 19/13 Manual Revision 78.

REV 79, Mar 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−9
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

79 In Volume 1, introduces changes to reflect Airplane Flight

Mar 03/14 Manual Revision 79 dated Mar 03, 2014. Adds statement in
Introduction for reference to completion manuals
(GXUC13−02−65). Removes requirement for DC override
test from Engine Starting Supplement (GXUC13−12−59).
Revises Approach briefing procedure in IMMEDIATE
RETURN CHECK (AGXUC12−03−02). Incorporates
Temporary Revision BD 700/91. In Volume 2, revise
hydraulic system EICAS message graphic
(GXUC12−03−66). Correct DC BUS 1 Synoptic graphic
(GXUC12−02−75). Remove reference to “Gear Disagree”
aural message (GXUC12−03−67). Adds SATCOM log−off
feature (GXUC13−02−05). Correct description of Hydraulic
System 3 (GXUC13−04−08). Revise Air Conditioning and
Pressurization EICAS message graphics to include negative
delta P (GXUC12−03−49). Add note regarding slat/flap
operation when RAT is deployed (GXUC12−04−109). Add
APU fuel consumption data (GXUC11−04−49). Revise value
for when VIB icon is displayed (GXUC13−05−73). Corrected
power supply duration for emergency lights
(GXUC13−07−30), Revise fuel panel effectivity
(GXUC12−03−43). Adds statement in Introduction for
reference to completion manuals (GXUC13−02−65).
Corrects incomplete sub−mode description
(GXUC13−03−73). Incorporates EMERGENCY DESCENT
mode (GXUC11−04−26). Revises Slat/Flap schematic
(GXUC13−04−29). Corrects DC auxiliary pump operation
description (GXUC13−10−50).

Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
00−01−10 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

80 In Volume 1, introduce changes to reflect Airplane Flight

Jun 03/14 Manual Revision 80. Corrects procedure step numbering
(GXUC11−10−35). Adds note for push−back in Start Check
(GXUC13−06−28 and GXUC13−06−28R). Corrects
go−around slats/flaps position (GXUC13−10−08). Corrects
expanded text in the DUAL ENGINE OUT procedure
(GXUC13−12−42). Revises Aileron System Jammed and
Elevator System Jammed procedures to reorder steps
(GXUC11−09−24). Delete NAV LIGHTS FAIL Advisory
(GXUC14−01−42). Corrects statement for the slat/flap
control handle and the surface position at power up
(GXUC14−02−51). Adds note to consider starting APU in
GEN 1 (2) (3) (4) FAIL procedure (GXUC11−11−01). Adds
AFT XFER OFF SCHED On Ground procedure
(GXUC13−06−53). Removes statement in the supplement 5
Windshear (GXUC14−03−44). Correct fire test description
(GXUC14−03−49). Adds emergency descent call for the
aural warning test (GXUC14−04−46). Adds note for bleeds
closed take−off with APU (GXUC13−06−47). In Volume 2,
correct crew oxygen mask graphic (GXUC−13−10−36).
Update TCAS callouts to reflect Change 7.1
(GXUC12−02−44). In Chapter 11, update the Integrated
Standby Instrument graphic (FMCR−GX−066). Corrects the
nosewheel steering’s travel (GXUC14−02−34). Corrects Fuel
Shut−Off Display graphic (GXUC13−04−78). Delete NAV
LIGHTS FAIL Advisory (GXUC14−01−42). Corrects logic of
Nav lights illumination on initial power up (GXUC14−02−57).
Adds operational description for ADS−B Out system
(GXUC12−08−55).
81 In Volume 1, introduce changes to reflect Airplane Flight
Aug 29/14 Manual Revision 81. The windshear escape procedure has
been adjusted to reflect automated flight guidance
(GXUC12−11−72). Note added to TRU1/2 FAIL for abnormal
indication of amber TRU outline cause maybe TRU fan
failure.(GXUC14−04−69). Revise Standard Callouts in
Normal Procedures section and replace ’pilot−not−flying’
(PNF) with ’pilot monitoring’ (PM) (FMCR−GX−072). In
Volume 2, corrects ESS TRU box in the DC System synoptic
page (GXUC14−05−07). Added note for sending CPDLC
message (GXUC14−05−46). Revised text to clarify aircraft
performance information for windshear escape guidance
(GXUC14−05−14). Added an arrow to electrical chapter
diagram for DC BUS 1 showing ESS TRU 1 is the alternate
power source (GXUC14−03−45). Harmonization with the
PTG (FMCR−GX−074).

REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−11
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

82 In Volume 1, introduce changes to reflect Airplane Flight

Nov 26/14 Manual Revision 82. Incorporate TR BD 700/137 to update
the cold weather operations. A typo was fixed in the after
start checklist for the flight control check (GXUC14−09−01).
Remove reference to SB 700S73−001 − Introduction of EEC
with C5.2.1 Software (GXUC14−09−22). Revises Engine Oil
Replenishment procedure and adds APU Oil Replenishment
procedure (GXUC14−09−15 & GXUC14−06−20). Cross
Bleed Engine Start and External Air Engine Start procedures
removed from Normal Engine Start procedures
(GXUC12−08−26). Adds CTR TANK FULL CAS caution
message to Go/No Go Guide (GXUC14−05−48). In Volume
2, note added for manual entry of landing elevation
(GXUC14−07−52). Adds Altitude Alert Monitor function
description (GXUC13−04−43). Adds physical override and
forces required as a means for autopilot disconnect
(GXUC14−08−34). Adds Pre and Post Batch 3 effectivity in
the Aural Vertical Track Alert description
(GXUC13−12−45R). Revises autothrottle operation
description (GXUC14−08−07).
83 In Volume 1, introduce changes to reflect Airplane Flight
Feb 16/15 Manual Revision 83. Removes NOSE STEER FAIL
message from Go / No Go Guide (GXUC14−11−04).
Revises Introduction (FMCR−GX−080). Adds note to advise
pilots not to move flight controls or stab trim switches during
engine start (GXUC14−10−38). Incorporates Temporary
Revision BD 700/137−2. In Volume 2, change text from
“Advisory” to “Caution” in Chapter 10 (GXUC14−11−18).
Revises Introduction (FMCR−GX−080). Adds note to advise
pilots not to move flight controls or stab trim switches during
engine start (GXUC14−10−38). Identifies TCAS call outs by
Service Bulletin effectivity (GXUC14−11−12). In Chapter 16,
incorporates Service Bulletin SB 700−33−023 −
Replacement of the Halogen Navigation Lights with LED
Units.
84 In Volume 1, introduce changes to reflect Airplane Flight
May 11/15 Manual Revision 84. Revises NOTE in APU Assist Engine
Start procedure to fix hyperlinks. In Volume 2, Chapter 1,
revises aircraft graphic and adds system specification tables
(GXUC14−08−07).In Chapter 4, revises miscellaneous text
and graphics (GXUC14−08−07). In Chapter 17, removes
extra word from sentence (GXUC14−05−46R). Corrects and
clarifies miscellaneous text and graphics (GXUC14−08−07).
In Chapter 18, revises graphics (GXUC14−08−07).

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
00−01−12 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

85 In Volume 1, introduce changes to reflect Airplane Flight

Aug 06/15 Manual Revision 85. Revises After Start check
(GXUC14−10−39). Revises Flight Compartment Safety,
External Walkaround and Flight Compartment Originating
checks (GXUC14−10−53). Adds note to check center tank
fuel quantity in External Walkaround check (GXUC15−03−53
and GXUC15−03−53R). Incorporates Temporary Revision
BD 700/140. In Volume 2, Chapter 2, corrects Pressurization
panel Ditching switch description (GXUC15−04−61).
Corrects callout pointing the incorrect valve in the Bleed Air
graphic (GXUC15−04−60). Corrects the Delta P value for
activation of the Cabin Delta P warning for negative pressure
(GXUC15−04−62). In Chapter 11, corrects pitot−static
system schematic (GXUC15−04−49).
86 In Volume 1, introduce changes to reflect Airplane Flight
Nov 04/15 Manual Revision 86. Corrects Rudder Trim position before
de−icing (GXUC11−12−25R). Adds note for tailwind start
and inform the crew of the potential CAS messages when
switching START to AUTO and ENGINE RUN to ON
simultaneously (GXUC13−10−32), Adds note under ELEC
SYS FAULT advisory message for TRU fan failure on
ground (GXUC14−04−69). Incorporate the Transport
Canada Holdover Time (HOT) Guidelines Winter 2015−
2016. In Volume 2, revises tire pressure data
(GXUC15−04−15). Adds note under DC BUS 1 FAIL
synoptic for TRU fan failure on ground (GXUC14−04−69).
Revises Flight Controls and Power Plant sections
(GXUC14−08−07). .
87 In Volume 1, introduce changes to reflect Airplane Flight
Feb 10/16 Manual Revision 87. Revises RAT Manual Deployment
Check to add statement that procedure is for use in VMC
conditions only (GXUC15−06−24). Adds note to Supplement
03 − Engine starting “Failure to close the left FCV before an
engine start will result in a hung start or hot start”
(GXUC12−04−101R). Adds Supplement 13 − Manual Oil
System Servicing procedures and associated references in
Shutdown Check and Abnormal Operation of Oil
Replenishment System (GXUC15−05−46). In Volume 2,
adds categories for rescue and fire fighting to the Fire
Protection section (GXUC15−09−39). Adds Theoretical
Altitude Schedule (GXUC15−12−25). Revises Air
Conditioning and Pressurization, Auxiliary Power Unit and
Electrical sections (GXUC14−08−07).

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−13
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

88 In Volume 1, introduce changes to reflect Airplane Flight

May 04/16 Manual Revision 88. Incorporates TR BD 700/144 to clarify
the limitations regarding use of the MAX flight spoiler setting.
Clarifies the requirement for brake warming before takeoff
(GXUC16−02−14). Removes note regarding a possible
STALL WARN ADVANCE message in Supplement 1, Cold
Weather Operations (GXUC16−02−50). In Volume 2,
relocates Radio Altimeter, Flight Data Recorder and Quick
Access Recorder descriptions from Chapter 6,
Communications to Chapter 11, Flight Instruments
(FMCR−GX−093). Clarifies APU start procedure
(GXUC15−01−18). Revises Communications, Emergency
Equipment, Fire Protection, Hydraulics, Ice and Rain
Protection, Landing Gear and Lighting sections
(GXUC14−08−07).
89 In Volume 1, introduce changes to reflect Airplane Flight
Jul 29/16 Manual Revision 89. Incorporates Temporary Revision BD
700/151 and BD 700/152. In Volume 2, clarifies the
requirements for use of the MAX spoiler position
(GXUC15−12−31). Revises Automatic Flight Control
System, Flight Controls, Fuel and Power Plant sections
(GXUC14−08−07). Adds a graphic illustrating thrust lever
positions and corresponding thrust lever angles
(GXUC16−03−62). Removes misleading note from graphic
(GXUC16−05−42). Adds a description for TCAS II Change
7.1 Post SB 700−34−064 (GXUC15−01−32).
90 In Volume 1, introduce changes to reflect Airplane Flight
Oct 27/16 Manual Revision 90. Adds No. 2 Brake Accumulator check in
the External Walkaround procedure (GXUC16−07−57). Adds
Caution to make sure pilots relieve residual pressure after
pressure refueling (GXUC16−04−81R). In Volume 2, revises
Introduction and Airplane General sections
(GCXUC14−08−07).

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
00−01−14 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

91 In Volume 1, introduce changes to reflect Airplane Flight

Jan 30/17 Manual Revision 91. Incorporates Temporary Revision BD
700/155 and BD 700/158. Adds ‘ditching line’ as an
alternative term for ’‘escape rope’ to facilitate user search
(GXUC16−11−19). In Go / No Go Guide, OXYGEN LO QTY
restricted to TC only (GXUC16−03−30), adds 30−11−02
possible relief to R WING A/ICE FAIL (GXUC16−05−53) and
adds possible LRU relief to NOSE STEER FAIL for TC and
EASA only (GXUC15−12−02). Adds Evaluation Flight
supplementary procedure (GXUC15−12−39). In Volume 2,
revises ATC function key description (GXUC16−04−06).
Aligns available information regarding SBAS capabilities
(GXUC16−11−07). Revises the Navigation section
(GXUC14−08−07).
92 In Volume 1, introduce changes to reflect Airplane Flight
May 24/17 Manual Revision 92. Incorporates Temporary Revision
BD700/161 and adds circuit breaker reset information
(GXUC17−02−57). Revises Go / No Go guide list entry for
FMS 1 FAIL to ’Go’ (GXUC16−11−40). Removes references
to CAT 2 approach from HUD MISCOMPARE procedure
(GXUC13−08−14). Revises description of the Quick
Reference Handbook in the Introduction. Revises the term
memory items to immediate action items in the Principle
section (GXUC17−02−32). Removes Go / No Go Guide RAT
GEN FAIL CAS message MMEL reference
(GXUC15−12−18). Revises Cold Weather Operations Cabin
Preparation (GXUC16−09−18). In Volume 2, corrects
miscellaneous errors in the Electrical section
(GXUC16−12−24). Corrects graphic illustrating GPS
STATUS page 2 (GXUC17−02−59). Removes references to
non−existent NAV LIGHTS FAIL advisory message
(GXUC17−03−16). Revises Aural and Visual Warnings and
Flight Instruments sections (GXUC14−08−07). Adds note
stating LP approaches are not authorized (GXUC16−04−73).
Revises fuel control panel description (GXUC17−03−50).
93 In Volume 1, introduce changes to reflect Airplane Flight
Aug 11/17 Manual Revision 93. Adds steps to check refuel/defuel panel
to the External Walkaround checklist (GXUC17−01−15). In
Volume 2, revises fuel control panel description
(GXUC17−03−50).
94 In Volume 1, corrects hyperlink issues (FMCR−GX−101). In
Sep 18/17 Volume 2, corrects fuel recirculation system description
(GXUC17−06−47).

REV 94, Sep 18, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−15
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

95 In Volume 1, introduce changes to reflect Airplane Flight

Feb 06/18 Manual Revision 95. Adds Fuel Vent Scavenging procedure
(GXUC16−04−20). Revises Callouts During Takeoff
(GXUC17−11−22). Incorporates Temporary Revision
700/168.
96 In Volume 1, introduce changes to reflect Airplane Flight
May 03/18 Manual Revision 96. Adds check of yaw damper functionality
prior to take−off and revises YD 1(2) FAIL Caution
procedure to add notes regarding the fail message (TR
BD700/170, GXUC18−01−11). Volume 2 issued only to
harmonize the revision number between manuals.
97 In Volume 1, introduce changes to reflect Airplane Flight
Jul 31/18 Manual Revision 97. Revises Note 9. in Engine Start
procedure (GXUC18−01−28). Revises yaw damper check in
After Start Check (GXUC18−05−07 and GXUC18−05−07R).
98 In Volume 1, introduce changes to reflect Airplane Flight
Oct 25/18 Manual Revision 98. Incorporates the Transport Canada
Holdover Time (HOT) Guidelines for Winter 2018−2019.
Adds suspected external damage (ground only) procedure
(GXUC17−12−11). Revises Stabilizer Trim CH 1 and CH 2
Operational Checks (GXUC18−08−32).
99 In Volume 1, introduce changes to reflect Airplane Flight
Feb 07/19 Manual Revision 99. Revises After Landing Check
(GXUC17−08−46). Corrects Note in Shutdown check
(GXUC18−07−11). In Volume 2, revises Fire Test illustration
(GXUC18−03−28). Corrects dimension in aircraft dimension
illustration (GXUC18−05−17R).
100 In Volume 1, introduce changes to reflect Airplane Flight
May 06/19 Manual Revision 100. Incorporates TR 700/171 Noise
Abatement Departure procedures. Revises Flight
Compartment Originating Check switch test message
annunciations (GXUC19−02−03). In Volume 2, revises APU
surge control valve description (GXUC19−03−04). Revises
QAR description (GXUC19−03−37).

Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
00−01−16 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

101 In Volume 1, introduce changes to reflect Airplane Flight

Aug 01/19 Manual Revision 101. Adds a statement to the introductions
of the Emergency, Normal and Abnormal procedure
chapters indicating the manual contains procedures that may
not be in the AFM (GXUC18−10−28). In Volume 2, relocates
Aerodrome Categories for Rescue and Fire Fighting from
Fire Protection chapter to Airplane General chapter.
(GXUC19−04−18). Deletes incorrect statement from Engine
Fuel Feed − Crossfeed description (GXUC18−03−20).
Corrects aileron indications in spoiler graphics
(GCUV19−06−14). Revises QAR description
(GXUC19−03−37)
102 In Volume 1, corrects autopilot minimum altitude use for
Oct 29/19 precision approaches to agree with AFM (GXUC19−07−21).
Updates Supplementary Procedures − Cold Weather
Operations.
103 In Volume 1, introduce changes to reflect Airplane Flight
Feb 21/20 Manual Revision 103. Adds SB 700−31−039− Modification −
Integrated Avionics Computer (IAC) System − Batch 3.4
Software Upgrade. Incorporates TR 700/176, adds
Unreliable Airspeed procedure. In Volume 2, incorporates
TR 700/177, update to Batch 3.3.3 and Batch 3.4 software
upgrade information (GXUC19−06−11).
104 In Volume 1, introduce changes to reflect Airplane Flight
May 21/20 Manual Revision 104. Revises paragraph in Deicing and
Anti-icing Fluid Holdover Time Guidelines. Revises Flight
Compartment Safety Check (GCXUC18−05−20). Adds
Shutdown/Terminating procedure for when there is no APU
and no ground power (GXUC20−02−28). Removes
references to ’abnormal discoloration’ of pitot−static probes
in External Walkaround checklist (GXUC18−02−33). Adds
Supplement 15 − Single Engine Taxi (UID 487).
105 In Volume 1, introduce changes to reflect Airplane Flight
Aug 17/20 Manual Revision 105. Adds MMEL reference (Ground
Spoilers) to SPLRS/STAB BIT Advisory CAS message in the
GO / NO GO list (GXUC19−12−11). Revises rolling takeoff
guidance (GXUC18−08−01). In Volume 2, removes incorrect
description of cabin airflow (GXUC20−04−36). In Volume 2,
Nosewheel steering system, Rudder pedals authority is 7
deg. (GXUC19−10−03). Adds information about cracked
windshields (GXUC20−05−14).

REV 105, Aug 17, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−17
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

106 In Volume 1, introduce changes to reflect Airplane Flight

Nov 11/20 Manual Revision 106. Adds Operational Landing Distance
(OLD) to Chapter 06 − Performance and Chapter 08 −
Special Operations. Updates Supplementary Procedures −
Cold Weather Operations. In Chapter 9 − In−Flight Checks
revises Introduction, RAM Air Turbine and Evaluation Flight
sections. Volume 2 issued only to harmonize the revision
number between manuals.
107 In Volume 1, introduce changes to reflect Airplane Flight
Feb 22/21 Manual Revision 107. Corrects Fuel Vent System
Scavenging procedure (GXUC18−02−37). Revises text
related to aborted engine start on ground (GXUC20−12−05).
Adds battery disconnect/connect procedures
(GXUC20−12−14). Revises RAT in−flight check
(GXUC20−12−23). Relocates Note in GEN 1(2)(3)(4) FAIL
Advisory procedure (GXUC21−01−06).
In Volume 2, revises manual wing fuel transfer description
(GXUC20−11−37). Replaces ’geosynchronous orbit’ with
’Medium Earth orbit’ to describe GNSS operation
(GXUC21−01−03).
108 In Volume 1, introduce changes to reflect Airplane Flight
May 19/21 Manual Revision 108. Removes 10 KIAS correction in
Approach and Landing Normal procedures and revises
Crosswind Landing recommended technique. Incorporates
TR BD 700/190 − adds Nosewheel Steering (NWS)
Inoperative (INOP) guidance.
In Volume 2, adds Note to LPV Approach description
(GXUC19−01−16). Adds wing creep value to Steering Radii
illustration (UID 513).
109 In Volume 1, introduce changes to reflect Airplane Flight
Aug 16/21 Manual Revision 109.
In Volume 2, revises title page to harmonize revision
number.
110 In Volume 1, introduce changes to reflect Airplane Flight
Nov 11/21 Manual Revision 110. Adds System Reset Guidance to
Introduction chapter. Revises Supplement 01 − Cold
Weather Operations. Revises Supplement 16 − Battery
Disconnect/Connect.
In Volume 2, corrects INT CABIN DOOR CAS caution
message description (GXUC15−02−34). Replaces instances
of ’handwheel’ with ’control wheel’ in the Flight Controls
chapter (GXUC21−08−26).

Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
00−01−18 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

111 In Volume 1, introduce changes to reflect Airplane Flight

Mar 01/22 Manual Revision 111. Revises Go / No Go Guide for FUEL
TEMP SENSOR caution message (GXUC17−12−19). Adds
note to Battery Disconnect procedure (GXUC20−0−24).
Adds Definitions and Abbreviations sections to the
Introduction (UID 522). Corrects formatting error in Normal
procedures (GXUC17−12−34). Revises Notes in engine and
APU oil replenishment procedures to specify quantities
instead of percentages (GXUC15−03−57). Changes a
Caution regarding selection of wing and cowl anti−ice on to a
Note in ICE (Caution) procedure and Cold Weather
Operations supplement (GXUC21−12−12). Adds guidance
for Short and Long−Term Parking (GXUC21−12−26). Adds
new section to Chapter 09, In−Airplane Training / Checking.
In Volume 2, revises APU oil replenishment procedure
(GXUC17−05−28). Adds Definitions section to the
Introduction (UID 522). Revises APU oil replenishment
description to specify US quarts for minimum oil reservoir
quantity and revises engine oil replenishment conditions
(GXUC15−03−57). Corrects typographical error in Steering
Radii illustration (GXUC21−12−05).
112 In Volume 1, introduce changes to reflect Airplane Flight
May 19/22 Manual Revision 112. Adds expanded text to Clock Set step
in Flight Compartment Safety Check (First Flight of the Day)
(GXUC21−01−48). Editorial changes to clarify Nav−to−Nav
transition operation (GXUC19−02−20). Adds effectivity to
limit forward lavatory service door check in External
Walkaround to Global Express airplanes only
(GXUC21−02−04). Adds Warning to Flight Compartment
Safety Check (First Flight of the Day) (GXUC20−02−32).
Adds Note to PRECISION (ILS/PAR) APPROACH
procedure (GXUC19−02−20). Adds step to set KA SAT GND
TX (if installed) to OFF in Cold Weather Operations
supplement (GXUC21−03−23).
In Volume 2, revises FMS Batch 3 Single Engine Speed Bug
description (GXUC22−02−09. Adds notes to clarify FMS
operation (GXUC22−02−25 and GXUC22−02−26). Revises
Door open Protection description (GXUC21−07−20).
113 Volume 1, not issued.
Jul 07/22 Volume 2, not issued.

REV 114, Aug 16, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−19
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

114 In Volume 1, introduces changes to reflect Airplane Flight

Aug 16/22 Manual Revision 114. Revises note in Engine Starting
supplement to identify the requirement for maintenance
action to close the left FCV (GXUC19−03−39). In Cold
Weather Operation supplement, removes notes regarding
opening of circuit breakers (GXUC22−05−07).
In Volume 2, adds Vertical Path Construction illustration to
VNAV Data Page description (GXUC22−043−07). Revises
Rudder Surface Position Indication description
(GXUC22−03−33). Revises Smart Contactor Control
description (GXUC22−05−10). Clarifies requirement to stow
RAT manual release handle after RAT deployment
(GXUC22−05−11).
115 In Volume 1, adds Bleed Off Take−Off Check and After
Dec 21/22 Bleed Off Take−Off Check (GXUC22−09−12). Revises
Supplement 01 − Cold Weather Operations. Adds
Supplement 18 − Operations in High Latitude and Polar
Region Airspace (GXUC22−08−05). Adds boxes for
recording values in RAT Manual Deployment Checks
(GXUC22−10−19).
116 In Volume 1, adds Supplement 19 − System Deactivation,
Mar 30/23 Securing of Circuit Breakers, Installation of Inoperative
Placards (GXUC22−06−10). Updates Service Bulletin list
(GXUC23−01−12).
In Volume 2, corrects ICE system circuit breaker labels
(GCXUC22−12−58). Revises windshield description
(GXUC22−09−36).
117 In Volume 1, revises Go / No Go Guide disposition for OIL
Jul 25/23 RES LO QTY advisory CAS message (GXUC22−07−02).
Adds statement to ensure generators are selected Out after
OFF/REST in EMER PWR ONLY procedure
(GXUC16−06−31). Adds Warning in External Walkaround to
ensure cargo door is not key locked. (GXUC19−11−20).
Revises Operations in High Latitude and Polar Region
Airspace supplement (GXUC22−06−17). Incorporates TR
700−193, temporary revision of limitations for operation in
the contiguous US airspace in the presence of 5G C−Band
wireless broadband interference.
In Volume 2, revises Baggage Compartment Door
description (GXUC19−11−20).

Volume 1 Flight Crew Operating Manual REV 117, Jul 25, 2023
00−01−20 CSP 700−6
RECORD OF REVISIONS

Revision Incorporated
Subject Date
No. By

118 In Volume 1, adds steps to Bleed Off Take−off Check and

Nov 03/23 After Bleed Off Take−off Check to clarify flotation
reconfiguration requirement due to operations near water
(GXUC23−06−05). Adds information on brake cooling
requirements (GXUC23−06−21). Clarifies description of
holdover times for deicing with flaps extended
(GXUC23−04−17). Updates FMS functionality information in
Approach procedure (GXUC23−09−20). Revises
Touch−and−Go Landing procedure (GXUC23−09−25).
Revises Cold Weather Operations hold−over time tables for
winter 2023/24.
In Volume 2, adds VPTH − Vertical Path to Abbreviations list
(GXUC21−02−15). Revises description of PILOT EVENT
button (GXUC23−06−04). Adds effectivity for mach
transducer in Flight Controls (GXUC19−10−19). Revises
OXYGEN LO QTY CAS message description
(GXUC23−06−22). Updates FMS functionality information in
AFCS and Navigation chapters (GXUC23−09−20).

REV 118, Nov 03, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 00−01−21
RECORD OF REVISIONS

07−12 −1 Mar 01, 2022 −9 Feb 10, 2016 −7 Nov 11, 2020
−2 Nov 09, 2010 −10 Feb 10, 2016 −8 Nov 11, 2020
−3 Nov 09, 2010 −9 Nov 11, 2020
−4 Nov 09, 2010 07−14 −1 Feb 22, 2021 −10 Nov 11, 2020
−5 Nov 09, 2010 −2 Feb 06, 2018 −11 Nov 11, 2020
−6 Nov 09, 2010 −3 Feb 06, 2018 −12 Nov 11, 2020
−7 Nov 09, 2010 −4 Feb 06, 2018 −13 Nov 11, 2020
−8 Nov 09, 2010 −14 Nov 11, 2020
−9 Nov 09, 2010 07−15 −1 May 21, 2020 −15 Nov 11, 2020
−10 Nov 09, 2010 −2 May 21, 2020 −16 Nov 11, 2020
−11 Nov 09, 2010 −17 Nov 11, 2020
−12 Nov 09, 2010 07−16 −1 Mar 01, 2022 −18 Nov 11, 2020
−13 Nov 09, 2010 −2 Nov 11, 2021 −19 Nov 11, 2020
−14 Nov 09, 2010 −3 Nov 11, 2021 −20 Nov 11, 2020
−15 Nov 09, 2010 −4 Feb 22, 2021 −21 Nov 11, 2020
−16 Sep 18, 2017 −5 Feb 22, 2021 −22 Nov 11, 2020
−17 Nov 09, 2010 −6 Feb 22, 2021 −23 Nov 11, 2020
−18 Nov 09, 2010 −7 Feb 22, 2021 −24 Nov 11, 2020
−19 Nov 09, 2010 −8 Feb 22, 2021
−20 Nov 09, 2010 08−02 −1 May 19, 2021
−21 Nov 09, 2010 07−17 −1 Mar 01, 2022 −2 May 19, 2021
−22 Nov 09, 2010 −2 Mar 01, 2022 −3 May 19, 2021
−23 Nov 09, 2010 −3 Mar 01, 2022 −4 May 19, 2021
−24 May 21, 2020 −4 Mar 01, 2022 −5 May 19, 2021
−25 Nov 09, 2010 −6 May 19, 2021
−26 Aug 17, 2012 07−18 −1 Jul 25, 2023 −7 May 19, 2021
−27 Aug 17, 2012 −2 Jul 25, 2023 −8 May 19, 2021
−28 Dec 20, 2012 −3 Jul 25, 2023 −9 May 19, 2021
−29 Aug 17, 2012 −4 Jul 25, 2023 −10 May 19, 2021
−30 Nov 09, 2010 −5 Jul 25, 2023
−31 Nov 09, 2010 −6 Jul 25, 2023 09−00 −1 Mar 01, 2022
−32 Aug 17, 2012 −7 Jul 25, 2023 −2 Jul 08, 2004
−33 Aug 17, 2012 −8 Jul 25, 2023
−34 Aug 17, 2012 −9 Jul 25, 2023 09−01 −1 Nov 11, 2020
−35 Aug 17, 2012 −10 Jul 25, 2023 −2 Nov 11, 2020
−36 Aug 17, 2012
−37 Dec 20, 2012 07−19 −1 Mar 30, 2023 09−02 −1 Dec 21, 2022
−38 Nov 09, 2010 −2 Mar 30, 2023 −2 Feb 22, 2021
−39 Nov 09, 2010 −3 Mar 30, 2023 −3 Dec 21, 2022
−40 Nov 09, 2010 −4 Mar 30, 2023 −4 Feb 22, 2021

−177 Nov 03, 2023 −8 Jul 29, 2016 −58 Jul 29, 2016
−178 Nov 03, 2023 −9 Jul 29, 2016 −59 Jul 29, 2016
−179 Nov 03, 2023 −10 Jul 29, 2016 −60 Jul 29, 2016
−180 Nov 03, 2023 −11 Jul 29, 2016 −61 Jul 29, 2016
−181 Nov 03, 2023 −12 Jul 29, 2016 −62 Jul 29, 2016
−182 Nov 03, 2023 −13 Jul 29, 2016 −63 Jul 29, 2016
−183 Nov 03, 2023 −14 Jul 29, 2016 −64 Jul 29, 2016
−184 Nov 03, 2023 −15 Jul 29, 2016 −65 Jul 29, 2016
−185 Nov 03, 2023 −16 Jul 29, 2016 −66 Jul 29, 2016
−186 Nov 03, 2023 −17 Jul 29, 2016
−187 Nov 03, 2023 −18 Jul 29, 2016 18−20 −1 Jul 29, 2016
−188 Nov 03, 2023 −19 Mar 01, 2022 −2 Jul 29, 2016
−189 Nov 03, 2023 −20 Jul 29, 2016
−190 Nov 03, 2023 −21 Jul 29, 2016
−191 Nov 03, 2023 −22 Jul 29, 2016
−192 Nov 03, 2023 −23 Jul 29, 2016
−193 Nov 03, 2023 −24 Jul 29, 2016
−194 Nov 03, 2023 −25 Jul 29, 2016
−195 Nov 03, 2023 −26 Jul 29, 2016
−196 Nov 03, 2023 −27 Jul 29, 2016
−197 Nov 03, 2023 −28 Jul 29, 2016
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INTRODUCTION
GENERAL

1. FOREWORD
The following describes the contents, use and other pertinent information regarding the various
manuals published in order for the flight crew to safely operate the Global Express airplane. For
optimum utilization of these manuals, this introduction should be read thoroughly.

2. AIRPLANE FLIGHT MANUAL

The Airplane Flight Manual (AFM) contains the information required by the regulatory agencies
for certification of the Global Express airplane.
• Limitations − Specifies the mandatory airplane limitations (structural weight, centre of gravity,
operating limitations, power plant limitations, operating speeds and system limitations).
• Emergency, Normal and Non-Normal Procedures − Procedural information as specified in the
certification documents for the airplane.
− Emergency Procedures − The procedures concerned with foreseeable but unusual
situations in which immediate and precise crew action, as indicated by the items within
the "boxed area" at the beginning of each procedure, will substantially reduce the risk of
disaster. These "boxed" items are considered immediate action items.
− Normal Procedures − Procedures are presented in checklist format (phase of flight) and
cover the mandatory checks required by the reliability and safety analyses and related
certification documentation.
− Non-Normal Procedures − The procedures concerned with foreseeable in-flight
situations, usually involving a failure condition wherein caution messages (immediate
crew awareness and subsequent action is required) and advisory messages (crew
awareness is required and subsequent action may be required) are displayed. AFM
non-normal procedures do not cover status messages (non-normal pilot selections and
crew reminder items).
• Performance − The performance conditions and configurations (demonstrated crosswind
values, etc.) certified performance data, corresponding performance limitations and
conditions.
• Supplements − The certified supplementary data (noise characteristics, operation on
contaminated runways, category II or III operations, etc.).

3. FLIGHT CREW OPERATING MANUAL

The Global Express Flight Crew Operating Manual (FCOM) is designed to provide the flight crew
with readily accessible operational information.
The purpose of the Flight Crew Operating Manual is:
• to provide information regarding operational procedures, performance and limitations
• to standardize terminology and behavioral patterns
• to provide rapid access to reference procedures
• to provide information on airplane systems and operations that are controlled and revised.
To accomplish this, the FCOM has been divided into two volumes as follows:
Volume 1− PROCEDURES AND PERFORMANCE
Volume 2− SYSTEMS DESCRIPTION

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3. FLIGHT CREW OPERATING MANUAL (CONT'D)

Throughout this manual, the experience of the typical Global Express crew has been recognized
and, for this reason, basic system principles have been omitted. The text is not intended to teach
the crew how to fly an airplane, but to enable an experienced crew to operate the Global Express
safely and proficiently.
It is the responsibility of pilots who are qualified to operate the Global Express airplane to be
entirely familiar with the information contained in this publication to ensure that the airplane is
operated at all times within the approved flight envelope.
Specific items requiring emphasis are expanded upon and ranked in increasing order of
importance in the form of a NOTE, a CAUTION or a WARNING.

NOTE
Expands on information which is considered essential to emphasize.
Information contained in notes may also be safety related.

CAUTION
Provides information that may result in damage to equipment if not
followed.

WARNING

Emphasizes information that may result in personal injury or loss of life

if not followed.
A. Volume 1 − Procedures and Performance
Volume 1 is the Procedures and Performance volume and contains the complete Global
Express operating procedures.
The contents and general format of the procedures and performance volume are as follows:
(1) CHAPTER 1 - INTRODUCTION
(2) CHAPTER 2 - LIMITATIONS
Chapter 2 contains the reproduction of the limitations governing operation of the Global
Express airplane, found within the Airplane Flight Manual.
(3) CHAPTER 3 - EMERGENCY PROCEDURES
Chapter 3 contains all procedures which can be related to foreseeable emergency
situations (i.e., warning messages that require immediate corrective action). The
procedures are presented in expanded form, describing in detail how and why the
emergency procedure steps are accomplished.
• Introduction
• Rejected Take-Off
• Power Plant − Engine fire / severe damage, double engine failure, tail pipe fire,
uncommanded thrust reverser deployment and low oil pressure procedures.
• Smoke or Fire − Air conditioning, electrical, cabin and smoke evacuation procedures.

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3. FLIGHT CREW OPERATING MANUAL (CONT'D)

A. Volume 1 − Procedures and Performance (Cont’d)
• Air Conditioning and Pressurization − Emergency descent procedures and
uncontrollable loss of cabin pressure procedure.
• Auxiliary Power Plant − APU fire, overtemperature or overspeed procedures.
• Ditching and Forced Landing − Immediate and planned procedures.
• Emergency Evacuation − Pilot and copilot duties.
• Electrical − Loss of all normal / loss of all AC power.
• Flight Controls − Configuration warnings, primary flight control jams.
• Ice and Rain Protection − Wing leading edge overheat.
• Primary Flight Displays − Flight display warning.
• Landing Gear System − Gear disagree, gear bay overheat, brake failure and
overheat procedures.
(4) CHAPTER 4 - NORMAL PROCEDURES
Chapter 4 contains detailed procedures for conducting a normal flight with all airplane
systems operational. Procedures are listed sequentially by phase of flight, starting with
exterior safety inspection and extending through post-flight duties at destination.
Line items define the steps to be accomplished during each phase of flight and are
expanded to define the action required to perform the steps.
• Preface
• General Information − Normal procedures and normal checklist philosophy, panel
scan sequence.
• Standard Callouts − Callout recommendations for all phases of flight, during
go-around and during landing roll.
• Airplane Preparation − Detailed external safety inspection (no obvious unsafe
condition exists prior to applying power), flight compartment safety inspection
(configure airplane to safely apply power), external walkaround (airplane safe for
flight), and the flight compartment originating check (systems checked and configured
for flight).
• Engine Starting − Before start, cleared to start, APU assisted start / cross bleed start /
external air start and after start procedures.
• Taxiing and Take-Off − Taxi check, take-off check, take-off procedures and after
take-off items.
• Climb, Cruise and Descent − Applicable procedures / checks and recommendations.
• Approach & Landing − Applicable procedures / checks and recommendations.
• Shutdown − Power plant shutdown / cool down.
• Terminating − Securing items.

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3. FLIGHT CREW OPERATING MANUAL (CONT'D)

A. Volume 1 − Procedures and Performance (Cont’d)
(5) CHAPTER 5 - NON-NORMAL PROCEDURES
Chapter 5 contains all procedures which can be related to foreseeable non-normal
situations (i.e., caution messages that require prompt corrective action and advisory
messages that indicate that a low priority failure has occurred). The procedures are
presented in expanded form describing in detail how and why the non-normal procedure
steps are accomplished.
• Introduction
• Single Engine Procedures
• Power Plant
• Air Conditioning and Pressurization
• Automatic Flight Control System
• Auxiliary Power Unit
• Doors
• Electrical
• Fire Detection
• Flight Controls
• Fuel
• Hydraulic Power
• Ice and Rain Protection
• Instruments System
• Landing Gear, Wheel and Brake System
• Miscellaneous Systems
• Aural / Visual Warning System
(6) CHAPTER 6 - PERFORMANCE
Chapter 6 contains the information to flight crew that certified performance data on the
Global Express airplane can be found within the Airplane Flight Manual.
• Certification Performance Data
• Flight Planning and Cruise Control Performance Data
• Emergency Procedures − Landing Distance Factors
• Non-Normal Procedures − Landing Distance Factors

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3. FLIGHT CREW OPERATING MANUAL (CONT'D)

A. Volume 1 − Procedures and Performance (Cont’d)
(7) CHAPTER 7 - SUPPLEMENTARY PROCEDURES
Chapter 7 contains normal procedures which are either not related to a specific phase of
flight or are not performed as part of routine daily procedures.
• Cold Weather Operations −Airframe deicing and anti-icing, airplane procedures
during gantry deicing, pre-flight preparation, phase of flight procedures, and
procedures to prevent freezing of wheel brakes.
• Flight in Turbulence − Turbulence penetration recommendations.
• Engine Starting − Manual Mode
• Aural Visual Warning System − Coverage on ground proximity warnings, overspeed
warnings and traffic alert and collision avoidance.
• Windshear − Detection, precautionary actions, and recovery procedures.
• Hot Weather Operation −Pre−flight preparation, taxi−out and take−off, landing / brake
cooling.
• Operation in Volcanic Ash/Dust − Detection, effects and corrective action.
• Noise Abatement − Take-off procedures.
(8) CHAPTER 8 - SPECIAL OPERATIONS
Chapter 8 contains special operating procedures which are not routinely performed on
each flight and are accomplished only on an "as required" basis to cope with minor
system irregularities or non-normal flight conditions.
• For example, a section within this chapter would cover North Atlantic (NAT) Minimum
Navigation Performance Specification (MNPS) operations (i.e., boundaries, systems
limitations, normal procedures and non-normal procedures as they apply to NAT
MNPS) and in-flight contingencies.
(9) CHAPTER 9 - IN-FLIGHT CHECKS
Chapter 9 contains special operating procedures not routinely performed every flight and
are accomplished when certain airplane systems are to be tested for proper operation in
flight.
• Introduction
• Ram Air Turbine
B. Volume 2 − Systems Description
Volume 2 contains descriptive airplane systems information. This volume is divided into
chapters presented alphabetically by system.
• Introduction
• Airplane General (hazard areas, service and inspection points, flight compartment panels,
seats, and airplane doors system)
• Air Conditioning and Pressurization
• Aural / Visual Warnings
• Automatic Flight Control Systems

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3. FLIGHT CREW OPERATING MANUAL (CONT'D)

B. Volume 2 − Systems Description (Cont’d)
• Auxiliary Power Unit
• Communications
• Electrical
• Emergency Equipment
• Fire Protection
• Flight Controls
• Flight Instruments
• Fuel
• Hydraulics
• Ice and Rain Protection
• Landing Gear
• Lighting
• Navigation
• Power Plant
Each chapter presents flight−crew oriented descriptive and graphical information in a manner
designed to support the procedures published in the Procedures and Performance volume.
Primary emphasis is on the result of the operation of a control or unit or required operation by
the crew and a description of how the system operates.
Descriptive text is used to support functional pilot−oriented schematics or diagrams, but only
when necessary for complete understanding. For system description, all schematics or
diagrams will illustrate the airplane configuration in a normal mode of operation. Functional
synoptic page displays are used for individual systems to show what happens when a control
is operated in its normal, or when necessary, non-normal mode of operation. In most cases
all systems represented by synoptic pages will be described in their normal modes of
operation.

NOTE
Descriptions for systems installed by the customer or the
completion center are not included in the FCOM. For descriptions of
such systems, please refer to the applicable vendor or completion
center manual (e.g. Cabin Handbook).

4. FLIGHT OPERATIONS NOTES MANUAL

This manual contains Flight Operation Notifications (FON), providing flight crews with readily
accessible information relating to items that may affect flight operations.
FONs provide description / guidance for an operational issue and may be associated with a
technical issue; in which case a cross−reference to a Maintenance Advisory Wire is identified. A
FON is not deemed to be a limitation and, in most cases, not intended to be permanent in nature.
The FON manual is an extension of the FCOM Volume 1.

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GENERAL

5. QUICK REFERENCE HANDBOOK

Volume 1 of the Quick Reference Handbook (QRH) contains the normal phase of flight checklist,
supplementary procedures (deicing information and holdover tables), and quick reference
performance data (N1 charts, take-off EPR settings, take-off speeds and distance, approach and
landing data, etc.).
Volume 2 of the QRH contains abbreviated procedures that are associated with Non−Normal
operations.

6. MASTER MINIMUM EQUIPMENT LIST

The Master Minimum Equipment List (MMEL) lists those items of equipment, and under what
conditions that equipment may be inoperative. It should be noted that MMEL relief can never
deviate from AFM limitations and emergency procedures nor from Airworthiness Directives.

NOTE
In accordance with Airworthiness Regulations, all items of equipment
not listed in the MMEL must be operative before dispatch.
The requirements of the MMEL do not apply after the thrust levers are
advanced at the start of take-off.

GEX MMEL format and item numbering follow the standard ATA 100 classification system.

7. DISPATCH DEVIATION GUIDE

The Dispatch Deviation Guide (DDG) contains procedures required to operate the airplane in
various non-standard configurations as permitted by the relief granted within the MMEL.
The DDG follows MMEL item number format and provides the details of the procedures that are
highlighted by the MMEL’s maintenance (M) and operations (O) symbols.
The (O) procedures within the DDG are in addition to the normal / non-normal / abnormal
procedures already available within the AFM, FCOM and QRH. These additional crew
procedures must be performed on each flight made with the inoperative system or equipment.
Typical examples of these (O) procedures are:
• Dispatch an air-conditioning pack inoperative − Additional limitations and the procedural
changes required to smoke or fire emergencies and to air-conditioning system abnormal
procedures / checklists.
• Dispatch an anti-skid system inoperative − Additional limitations, the procedural changes
required to rejected take−off procedure, normal landing procedure, and additional landing
distance factors for systems failures and other performance considerations.
The DDG manual contains an EICAS messages index. This index provides cross references
between EICAS messages and MMEL items which may provide dispatch relief.

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8. FLIGHT PLANNING AND CRUISE CONTROL MANUAL

The performance data to be included in the Flight Planning and Cruise Control Manual are
divided into the following sections:
A. Introduction
The Introduction chapter describes the types of data that are found in the Flight Planning and
Cruise Control Manual.
B. Operating Data
The Operating Data chapter describes normal operation data which can be used by the flight
crew prior to and during flight and includes atmosphere data, wind component conversion,
pressure altitude conversion, differential pressure versus airplane and cabin altitude, position
error corrections, airspeed conversion, units conversion, ground distance to air distance
conversion and maximum operating speeds.
C. Flight Planning
The Flight Planning chapter presents all the necessary data for flight planning purposes. The
flight planning information enables a quick and conservative estimate to be made of trip time
and fuel burned from brake release to landing. In addition, data are given which can be used
to perform detailed route analysis, segment by segment from brake release to touchdown.
Included in this chapter are flight planning allowances, take-off and acceleration, climb
capability, altitude selection, climb planning, step climb planning, integrated range, descent
planning, approach and landing, holding planning, overshoot, simplified flight planning and
alternate planning.
D. Two Engine Performance
The Two Engine Performance chapter presents performance data for the aircraft in flight and
includes thrust settings, maneuver capability, general cruise speeds, altitude capability, climb,
level flight acceleration, specific air range, cruise control, descent, holding and in−cruise quick
check information.
E. Single Engine Performance
The Single Engine Performance chapter presents aircraft performance data assuming engine
failure during cruise. Flight profiles with an inoperative engine are described and performance
data from point of failure to touchdown is given. These data include driftdown speeds, net
flight path, gross ceiling, driftdown, specific air range, cruise control, descent, holding, range
capability and in−cruise quick check.
F. Special Operational Data
The Special Operational Data chapter provides an overview of some special operating
conditions. Included are landing gear down performance, emergency descent data and range
capability with cabin depressurization all engines operating and with one engine operating.
Tabulated data are generally presented in 2,000 lb aircraft weight increments.
Altitudes are pressure altitudes, unless otherwise noted.
Airspeed data presented in the Flight Planning and Cruise Control Manual are quoted in
terms of indicated airspeed, in knots (KIAS), and indicated Mach (M).
Fuel flow corrections with anti-ice on are given for engine operation with cowl anti-ice on for
pressure altitudes up to 30,000 ft and with total anti-ice on (wing and cowl) up to 25,000 ft.
The air traffic control (ATC) limited speed of 250 KIAS below 10,000 ft has been incorporated
into normal operation climb and descent data.

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8. FLIGHT PLANNING AND CRUISE CONTROL MANUAL (CONT'D)

F. Special Operational Data (Cont’d)
Undefined performance information is denoted by "TBD".
Data provided for interpolation are presented as hatched.

9. DATA PRESENTATION
A. Pagination
Each chapter of Volume 1 of the Flight Crew Operating Manual is subdivided into sections
categorized by the subject or type of material presented.
This permits issuance of small blocks of revision pages without re-numbering and reprinting
complete sections of the manual.
Volumes 1 is paginated with a Volume Chapter/Section/Page numbering system as follows:
SAMPLE PAGINATION

VOLUME

Volume 1
CHAPTER 06−10−1 PAGE NUMBER

GF0010_003
SECTION WITHIN CHAPTER

Manual identification and the date of issue or revision date are also shown in the footer. The
chapter title and subject are shown in the masthead.
B. Revision System
Revisions to this manual are issued regularly and are numbered consecutively. Each revision
should be incorporated immediately and its incorporation recorded on the Record of
Revisions sheet in Volume 1.
Revisions to existing manual content are identified by a revision bar, a vertical line in the left
margin of the page(s) adjacent to the affected text or graphic. Revision bars are not used
when a new chapter or section is added. In these cases, the reason for addition is given in
the Record of Revisions only.
When there is a need to update and/or revise manual content outside the regular revision
cycle, Temporary Revisions are issued. Temporary Revisions are printed on yellow paper and
are numbered consecutively. All Temporary Revision should be inserted immediately and
their insertion recorded on the Record of Temporary Revisions sheet in Volume 1.
C. Service Bulletin Data
Service Bulletins are periodically issued which may require revision to manual content. When
this occurs, applicable pre and post Service Bulletin incorporation information is provide and
identified. When it becomes known that a Service Bulletin has been incorporated on all
aircraft, reference to the Service Bulletin and pre−incorporation information are removed from
the manual and the fleet−wide incorporation status is recorded in the Service Bulletin listing in
Volume 1.

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10. DEFINITIONS
The following definitions are for terms commonly used throughout the manual. Items not
commonly used will be defined in the respective sections where they apply.
A. Airspeeds
CAS Calibrated airspeed − Indicated airspeed corrected for static source
position error.
EAS Equivalent airspeed − Calibrated airspeed corrected for
compressibility.
IAS Indicated airspeed − Airspeed indicator reading corrected for
instrument error. Values in this manual assume zero instrument
error.
M Indicated Mach number − Machmeter reading corrected for
instrument error.
MT True Mach number − Machmeter reading corrected for both
instrument and static source position errors.
SVREF Steeper angle approach landing reference speed − The landing
reference speed at a height of 50 feet above the runway threshold
for approaches with published glidepath angles greater than 3.5
degrees.
TAS True airspeed − Equivalent airspeed corrected for density.
V1 Take-off decision speed (formerly designated as Critical engine
failure recognition speed ) − The speed used as a reference at
which, due to engine failure or other causes, the pilot may elect to
stop or continue the take-off.
V1MBE Maximum V1 for brake energy − The maximum speed on the
ground from which a stop can be accomplished within the energy
capabilities of the brakes.
V1MCG Minimum V1 limited by control on the ground − The take-off
decision speed following an engine failure at VMCG. V1 may not be
less than V1MCG.
V2 Take-off safety speed − Target climb speed to be attained at or
before a height of 35 feet above the runway during a continued
take-off, following an engine failure.
VA Design maneuvering speed − The maximum speed at which
application of full available aileron, rudder or elevator will not
overstress the airplane.
VAC Approach Climb Speed − The target climb speed to be attained
after initiation of a Go−Around and selection of the approach climb
configuration following an engine failure.
VEF Critical engine failure speed − The speed at which, if the critical
engine fails, the engine failure is recognized at V1.
VFE Maximum flap extended speed − is the highest speed permissible
with the wing flaps in a prescribed extended position.

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10. DEFINITIONS (CONT'D)

A. Airspeeds (Cont’d)
VFTO Final take-off climb speed − The speed attained at the end of the
flight path acceleration segment during a continued take-off
following an engine failure, and is the climb speed scheduled for
the final take-off climb.
VLC Landing Climb Speed − The target climb speed to be attained after
initiation of a Go−Around while in the landing configuration with all
engines operating.
VLE Maximum landing gear extended speed − The maximum speed at
which the airplane can be safely flown with the landing gear
extended.
VLO Maximum landing gear operating speed − The maximum speed at
which the landing gear can be safely extended or retracted.
VMO/MMO Maximum Operating Limit Speed / Mach Number − The maximum
operating limit speed (airspeed or Mach number) is the speed that
may not be deliberately exceeded in any regime of flight (climb,
cruise, or descent) unless a higher speed is authorized for flight test
or pilot training operations.
VMCA Minimum control speed, air − Minimum flight speed at which the
airplane is controllable when the critical engine suddenly becomes
inoperative, with the remaining engine at maximum take-off thrust.
VMCG Minimum control speed, ground − Minimum speed on the ground at
which control can be maintained and the take-off continued using
aerodynamic controls alone, when the critical engine suddenly
becomes inoperative, with the remaining engine at maximum
take-off thrust.
VMCL Minimum control speed during landing approach − Minimum flight
speed at which the airplane is controllable when the critical engine
suddenly becomes inoperative, with the remaining engine at
maximum take-off thrust.
VMD Minimum Drag Speed − The speed that provides the maximum
lift/drag ratio.
VR Rotation speed − Speed at which rotation is initiated during
take-off.
VREF Approach speed − The landing reference speed at a height of 50
feet above the runway threshold in the normal landing
configuration.
VS Stalling speed.

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10. DEFINITIONS (CONT'D)

B. Temperature
ISA International Standard Atmosphere.
OAT Outside air temperature − The free air temperature, obtained either
from in-flight temperature indications or ground meteorological
sources.
SAT Static air temperature − Outside air (ambient) temperature as
computed by the Air Data Computer and presented on the SAT
indicator.
TAT Total air temperature − Static air temperature plus adiabatic
compression (ram) rise.

C. Distances
Take-off Field Length The take-off field length is the longer of:
(Dry and wet runways)
a. The take-off distance (see below).
b. The accelerate-stop distance (see below).
Take-off Distance The take-off distance on a dry runway is the longer of:
(Dry runways)
a. The distance from the start of the take-off roll to the point
where the airplane attains a height of 35 feet above the
take-off surface, with a failure of the critical engine at VEF .
b. 115% of the distance from the start of the take-off roll to the
point at which the airplane attains a height of 35 feet above
the take-off surface, with all engines operating.
Take-off Distance The take-off distance on a wet runway is the longer of:
(Wet runways)
a. The take-off distance on a dry runway.
b. The distance from the start of the take-off roll to the point
where the airplane attains a height of 15 feet above the
take-off surface, with a failure of the critical engine at VEF .
c. 115% of the distance from the start of the take-off roll to the
point at which the airplane attains a height of 35 feet above
the take-off surface, with all engines operating.

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F. Miscellaneous (Cont’d)
MZFW Maximum zero fuel weight − The Max OWE plus passengers and
baggage.

11. ABBREVIATIONS
The following abbreviations may be used by flight compartment displays, radio management
units and flight management system or be found throughout the manual. Some abbreviations
may also appear in lower case letters. Abbreviations having very limited usage are explained in
the systems chapters where they are used.
A

A/C Air-Conditioning, Aircraft AP Autopilot

ACPC Alternating Current Power APP, APR Approach Mode
Center APU Auxiliary Power Unit
A/ICE Anti-ice ASCB Avionics Standard
AC Alternating Current Communications Bus
ADC Air Data Computer ATC Air Traffic Control
ADI Attitude Director Indicator A/T Autothrottle
AFCS Automatic Flight Control ATS Air Turbine Start
System ATT Attitude
AFM Airplane Flight Manual AUTH Authority
AGL Above Ground Level AUTO Automatic
AIL Aileron AUX Auxiliary
ALT Altitude, Altimeter AV Avionics
AOA Angle of Attack AVAIL Available

BARO Barometric BLTS Belts

BATT Battery BRK Brake
BC Back Course BTMS Brake Temperature
BCU Brake Control Unit Monitoring System

C Center, Caution, Cabin CAT II Category II

CAA Civil Aviation Authority (UK) CB, cb Circuit Breaker
CAB Cabin CBP Circuit Breaker Panel
CAI Cowl Anti-ice CBW Cross-Bleed Wing
CAIV Cowl Anti-ice Valve CCBP Cockpit Circuit Breaker Panel
CAS Calibrated Air Speed CDL Configuration Deviation List
CAS Crew Alerting System CDU Control Display Unit
CAT Category CG, C of G Centre of Gravity

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11. ABBREVIATIONS (CONT'D)

CH Chapter, Channel CONT Control, Continuous,
CHGR Charger Contactor, Controller
CLSD Closed COMPUTR Computer
Cm Centimeters COOL Cooling, cooler
COM Communication CPLT Copilot
COMP Compressor, Comparator CTA Centro Tecnico Aeroespacial
(Brazil)
CONT’D Continued
CTR Center
CONFIG Configuration
CTRL Control
CVR Cockpit Voice Recorder

DAU Data Acquisition Unit DISCH Discharge

DC Direct Current DISP Dispatch, Display
DCPC Direct Current Power Center DME Distance Measuring
DEPRESS Depressurization Equipment
DEGRAD Degraded DN Down
DIR Direct DOT Department of Transport
(Canada)
DISC Disconnect
DU Display Unit

ECS Environmental Control ELT Emergency Locator

System Transmitter
EDP Engine Driven Pump/Engine EGPWS Enhanced Ground Proximity
Primary Hydraulic Pump Warning System
EEC Electronic Engine Controller EMER(G) Emergency
EFIS Electronic Flight Instrument EMS Electrical Management
System System
EGT Exhaust Gas Temperature ENG Engine
EICAS Engine Indication and Crew ENGAGE Engagement
Alerting System EPR Engine Pressure Ratio
ELEC Electrical ESS Essential
ELEV Elevator, Elevation EXT External

F/CTL Flight Controls FADEC Full Authority Digital Engine

FAA Federal Aviation Control
Administration (USA) FCU Flight Control Unit
FAIL Failure FD Flight Director
FGC Flight Guidance Computer

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11. ABBREVIATIONS (CONT'D)

FIREX Fire Extinguisher FOD Foreign Object Damage
FL Flight Level FPM Feet Per Minute
FLC Flight Level Change FRTT Fuel Return To Tank
(airspeed hold mode) FT Feet, Foot
FLT Flight FUSE Fuselage
FMS Flight Management System FWD Forward

GA Go-Around GPS Global Positioning System

GAL Gallon GPWS Ground Proximity Warning
GEN Generator System
GLD Ground Lift Dumping GR Gear
GMT Greenwich Mean Time GRAV Gravity
GND Ground GS Ground Speed
GPM Gallons Per Minute GW Gross Weight

HAT Height Above Threshold HP High Pressure

HDD Head Down Display hPa HectoPascals
HDG Heading HSI Horizontal Situation Indicator
HEAT Heater HT Heater
HF High Frequency (3 − HUD Head-up Display
30 mHz) HYD Hydraulic
Hg Mercury Hz Hertz
HI High

IAC Integrated Avionics INBD Inboard

Computer INTERCOMM Intercommunication
IAS Indicated Air Speed IND Indication, Indicator
ICAO International Civil Aviation INOP Inoperative
Organization
IRS Inertial Reference System
IFR Instrument Flight Rules
IRU Inertial Reference Unit
IGN Ignition
ISA International Standard
ILS Instrument Landing System Atmosphere
IMC Instrument Meteorological ISO International Standards
Conditions Organization
IN Inch, Inches ISOL Isolation, Isolated
INIT Initialize ITT Inter Turbine Temperature
IN Hg Inches of Mercury (°C), Engine

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INTRODUCTION
GENERAL

11. ABBREVIATIONS (CONT'D)

INVAL Invalid

JAA Joint Aviation Authorities

KTS Knots kPa KiloPascals

kg Kilogram kW(s) KiloWatt(s)
kHz KiloHertz kVA KiloVolt-Ampere
KIAS Knots Indicated Airspeed

L Left, Landing LNAV Lateral Navigation

LAV Lavatory LO Low
LAT Latitude LOC ILS Localizer
LB, Lb Pound LP Low Pressure
LDG Landing LRU Line Replaceable Unit
LEV Level LSS Lightning Sensor System
L/G Landing Gear LTS Lights
LH Left Hand LWD Left Wing Down

M Mach Number MKR Marker

m Meter MLG Main Landing Gear
MAC Mean Aerodynamic Chord MLW Maximum Landing Weight
MAN Manual MMEL Master Minimum Equipment
MCT Maximum Continuous Thrust List
MEL Minimum Equipment List MMO Maximum Operating Speed
in Mach Number
MFD Multifunction Display
MNPS Minimal Navigational
mHz MegaHertz
Performance Standards
MI Miles
MOCA Minimum Obstruction
MI Mach Number Indicated Clearance Altitude
MIC Microphone MON Monitor
MILS .001 of an inch MPH Miles Per Hour
MIN Minimum msg Message
MISC Miscellaneous MTO Maximum Take-off
MISCMP Miscompare MTOW Maximum Take-off Weight
MISMTCH Mismatch MRW Maximum Ramp Weight

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GENERAL

11. ABBREVIATIONS (CONT'D)

MZFW Maximum Zero Fuel Weight

Misc

% Percent °C Degrees Centigrade

& and °F Degrees Fahrenheit

N/A Not applicable NEG Negative

N1 Low Pressure Rotor NEUT Neutral
N2 High Pressure Rotor NLG Nose Landing Gear
NAT North Atlantic Tracks No. Number
NAV Navigation NORM Normal
ND Nose Down NOSE Nose Wheel
NDU Navigational Display Unit NU Nose Up

OAT Outside Air Temperature OUTBD Outboard

OUTBD Outboard OVBD Overboard
OEI One Engine Inoperative OVRD Override
OEW Operating Empty Weight OVHT Overheat
OK Okay OVLD Overload
OMNI Omnidirectional OXY, O2 Oxygen

P#6 Panel 6 P, PRESS Pressure, Pressurization

PA Passenger Announcement PROTECT Protection
PASS Passenger PRI Primary
PACK Air-Conditioning Unit PSEU Proximity Sensor Electronics
PAX Passenger Unit
PBE Protective Breathing PSI Pounds Per Square Inch
Equipment (Smoke Hood) PSID Pounds Per Square Inch
PCU Power Control Unit Differential
PFD Primary Flight Display PSIG Pounds Per Square Inch
Gauge
PLT Pilot
PRV Pressure Regulating Valve
PITOT Pitot-Static
PWR Power

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GENERAL

11. ABBREVIATIONS (CONT'D)

QFE Local Station Pressure QNH Altimeter Setting

QNE ISA, Barometric Pressure QTY Quantity

R Right RMI Radio Magnetic Indicator

RA Radio Altitude, RMU Radio Management Unit
Resolution Advisory RPM, rpm Revolutions Per Minute
RAI Registro Aeronautico Italiano RTO Rejected Take-off
(Italy)
RUD Rudder
RAT Ram Air Turbine
RVR Runway Visual Range
R/D Refuel / Defuel
RVSM Reduced Vertical Separation
RECIRC Recirculation Minimum
REF(s) Reference(s) RWD Right Wing Down
REV Reverse RWY Runway
RH Right Hand RA Resolution Advisory

SAAU State Aviation Administration SPD Speed

of Ukraine SPDA Secondary Power
SAT Static Air Temperature Distribution Assembly
SAV Starter Air Valve SPLR(S) Spoiler(s)
SCHED Schedule STAB Stabilizer
SELCAL Selective Calling STAT Status
SERV Service STBY Standby
SG Signal Generator STEER Steering
SMKG Smoking SYNC Synchronization
SOV Shut-off Valve SYS System
SPC Stall Protection Computer

TAT Total Air Temperature TOLD Take-off & Landing Data

TCAS Traffic Alert and Collision TRU Transformer Rectifier Unit
Avoidance System TA Traffic Advisory
TEMP Temperature TD Traffic Display
TOFL Take-off Field Length

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GENERAL

11. ABBREVIATIONS (CONT'D)

UNLKD Unlocked USG United States Gallons

US United States

V__ V-Speed (See Definitions − VMC Visual Meteorological

Airspeeds in this Section) Conditions
V Volt VNAV Vertical Navigation Mode
V/S Vertical Speed Vol Volume
VERT Vertical VOLT Voltage
VFR Visual Flight Rules VOR VHF Omnidirectional Range
VHF Very High Frequency Station
(30 − 300 mHz) VS Vertical Speed Mode
VIB Vibration VSI Vertical Speed Indicator
VLV(s) Valve(s)

WARN Warning WPT(s) Waypoint(s)

WAI Wing Anti-Ice WS Second Segment Limited
WAIV Wing Anti-Ice Valve Weight
WF Runway Length Limited WSHLD Windshield
Weight WX Weather
WG Wing WXR Weather Radar
WOW Weight-On-Wheels

XFER Transfer XBLEED Cross Bleed

XDUCER Transducer XFEED Cross Feed

YD Yaw Damper

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INTRODUCTION
GENERAL

12. SERVICE BULLETINS

Referenced throughout the manual are airplane serial numbers and Service Bulletins shown in
the following list:

Service Bulletin Title Serial Numbers

SB 700S11−004 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−11−007 Flight Compartment Placards − Increased Maximum 9002 thru 9158

Take-Off Weight (MTOW) to 95,000 lb (43,092 kg)

SB 700−11−011 Flight Compartment Placards − Increased Maximum 9002 thru 9158

Take-Off Weight (MTOW) to 96,000 lb (43,545 kg)

SB 700−11−016 Flight Compartment Placards − Increased Maximum 9002 thru 9158

Take-Off Weight (MTOW) to 98,000 lb (44,452 kg)

SB 700−11−020 Flight Compartment Placards − Increased Maximum Controlled

Take−Off Weight (MTOW) to 99,500 lb (45,132 kg) Effectivity

SB 700−11−024 Modification − General Maximum Zero Fuel Weight 9002 thru 9431
(MZFW) Increase from 56,000 lbs to 58,000 lbs

SB 700–21−001 Moisture Control — Installation of a Cabin Humidifier 9012, 9013, 9015

System thru 9017, 9026,
9027

SB 700S21−002 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S21−004 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−21−034 Modification − Pressurization Control − Cabin 9002 thru 9158

Altitude Reduction During Flight for Improved
Passenger Comfort

SB 700−21−036 Modification − Pressurization Control − Cabin 9159 thru 9174

Altitude Reduction During Flight for Improved
Passenger Comfort

SB 700−22−001 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−22−003 Modification − General − Introduction of the Autopilot 9002 thru 9999

Emergency Descent Mode

SB 700−22−005 Modification − Automatic Flight Control System Controlled

(AFCS) − Introduction of Windshear Escape Effectivity
Guidance

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12. SERVICE BULLETINS (CONT'D)

Service Bulletin Title Serial Numbers

SB 700–23–001 Satellite Communications (SATCOM) System — 9002 thru 9139

Installation

SB 700–23–002 Third Very Hight Frequency (VHF 3) Communication 9002 thru 9999
System — Installation

SB 700–23–003 Cabin Communication System (CCS) — 9002 thru 9139

“Office-in-the-Sky” Installation

SB 700–23–004 Flight Compartment Printer — Installation 9002 thru 9999

SB 700–23–005 Airborne Data Link System (ADLS) — Installation 9002 thru 9999

SB 700S24−013 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S24−019 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S24−021 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S24−022 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−24−029 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−24−031 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−24−032 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−24−033 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−24−034 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700–24–045 AC and DC Power Distribution — Unit Change and 9002 thru 9126
Activation of Build 4 Electrical System

SB 700−24−056 Battery System − Deactivation of the Auxiliary Power 9002 thru 9126,
Unit (APU) and Avionics Battery Heater Blankets 9128, 9129, 9131
thru 9189

SB 700S26−002 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

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GENERAL

12. SERVICE BULLETINS (CONT'D)

Service Bulletin Title Serial Numbers

SB 700S27−003 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700–27−015 Stall Protection System — Introduction of Stall 9005 thru 9024,

Protection Computer (SPC), Part No. 9026 thru 9053,
GH582–3001–5 9055 thru 9060

SB 700–27−025 Stall Protection System — Disable Stick Pusher 9002 thru 9312,
Cancel Function from Autopilot Master Disconnect 9314 thru 9380,
Switch for JAA Airplanes 9384 thru 9429

SB 700−27−054 Modification − Control and Indication Systems − Controlled

Modifications to Permit Zero Flap Take-Off Effectivity
Capability

SB 700−27−059 Modification − Control and Indication Systems − 9159 thru 9304

Modifications to Permit Zero Flap Take-Off
Capability with Full Performance

SB 700S28−003 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S28−023 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−28−029 Fuel Feed System − Scavenge System Installation 9002 thru 9114
to Reduce Unusable Fuel Quantity

SB 700−28−033 Fuel Management and Quantity Gauging System 9002, 9004 thru
(FMQGS) − Provision Installation for the Fuel 9082
Re-Circulation System

SB 700−28−034 Distribution, Replacement of the Fuel Control Panel 9002 thru 9110
and Activation of the Fuel Re-Circulation System

SB 700−28−039 Distribution − Permanent Wiring Configuration for 9002 thru 9122

the Fuel Recirculation System Following Power
Source Change

SB 700−28−044 Fuel Management and Quantity Gauging System 9002, 9004 thru
(FMQGS) − Upgrade of the FMQGS Computer to 9095, 9097 thru
Part No. GP546−1501−8 9114

SB 700−28−045 Fuel Management and Quantity Gauging System 9003, 9096, 9115
(FMQGS) − Upgrade of the FMQGS Computer to thru 9132
Part No. GP546−1501−9

SB 700S29−001 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

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GENERAL

12. SERVICE BULLETINS (CONT'D)

Service Bulletin Title Serial Numbers

SB 700S30−005 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S30−011 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S30−013 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S31−006 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−31−009 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−31−013 IAC/DAU − Software Upgrade for Post Full 9002, 9004 thru
Functionality Certification 9089

SB 700−31−018 Integrated Avionics Computer (IAC) − Avionics 2001 9002 thru 9119
Batch 1 IAC Upgrade

SB 700−31−025 Integrated Avionics Computer (IAC) − Batch 2+ IAC 9002 thru 9174
Upgrade.

SB 700−31−030 Modification − Integrated Avionics Computer (IAC) − Controlled

Software Upgrade, Batch 3 Effectivity

SB 700−31−031 Modification − Integrated Avionics Computer (IAC) 9002 thru 9244

System − IAC−009 Software Upgrade

SB 700−31−034 Modification − Integrated Avionics Computer (IAC) Controlled

System − Batch 3.3 Software Upgrade. Effectivity

SB 700−31−039 Modification − Integrated Avionics Computer (IAC) 9002 to 9312, 9314

System − Batch 3.4 Software Upgrade. to 9380 and 9384
to 9429

SB 700−32−034 Modification − Brake Control System − Introduction 9002 thru 9312,

of Wheel Speed Transducer Part No. 140−209−4 9314 thru 9380 and
(GW415−1050−9) 9384 thru 9429

SB 700S33−002 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S33−003 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S33−006 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

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GENERAL

12. SERVICE BULLETINS (CONT'D)

Service Bulletin Title Serial Numbers

SB 700−34−002 Head-Up Display (HUD) System Installation 9002 thru 9139

SB 700−34−003 Lightning Sensor System (LSS) — Installation 9002 thru 9139

SB 700−34−004 Flight Management System (FMS) — Addition of a 9002 thru 9269

Third FMS (FMS 3)

SB 700−34−005 Global Positioning System (GPS) — Addition of a 9002 thru 9139

Second GPS (GPS2)

SB 700S34−007 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700S34−011 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−34−013 Traffic Alert and Collision Avoidance System — 9002, 9005 thru
Change 7 Software Upgrade 9024, 9026 thru
9066

SB 700−34−020 Air Data System − Replacement of Micro Air-Data 9002 thru 9094
Computer

SB 700−34−022 Standby Artificial-Horizon System — Change Power 9002 thru 9104

Source to 28 V dc Direct from Avionics Battery Bus

SB 700−34−025 Navigation — Introduction of FMS CDU−820 9002, 9004 thru

9124

SB 700−34−037 Enhanced Vision System − Installation of the 9002 thru 9153

Enhanced Vision System (EVS)

SB 700−34−062 Modification − Dependent Position Determining − Controlled

Introduction of Automatic Dependent Surveillance − Effectivity
Broadcast Out Capability (ADS−B Out)

SB 700−34−067 Modification − Navigation − Introduction of Bandpass 9002 thru 9312,

Filter to the Radio Altimeter to Prevent Interference 9314 thru 9380 and
from 5G Mobile Networks 9384 thru 9429

SB 700S36−001 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−45−001 Central Aircraft Information Maintenance System 9002 thru 9139

(CAIMS) — Installation of the CAIMS
Report-to-Printer Switch

SB 700−49−001 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

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GENERAL

12. SERVICE BULLETINS (CONT'D)

Service Bulletin Title Serial Numbers

SB 700S73−001 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

SB 700−73−009 Modification − Full−Authority Digital Engine−Control 9002 thru 9312,

(FADEC) System EEC Software Upgrade of Version 9314 thru 9380 and
X2.0 9384 thru 9429

SB 700S79−004 This Service Bulletin has been incorporated on all

airplanes and is removed from the manual.

13. AIRWORTHINESS AUTHORITY CODES

Applicable pages of the Flight Crew Operating Manual contain Airworthiness Authority codes,
adjacent to the applicable paragraph (when a specific paragraph or procedure is unique to the
specified Authority) or in the lower left / right-corner (when an entire page is unique to the
specified Authority). Example <FAA, JAA, CAA, SAAU, etc.>

14. CIRCUIT BREAKER RESET

A. General
There is a latent danger in resetting a circuit breaker tripped by an unknown cause because
the tripped condition is a signal that something may be wrong in the related electrical circuit.
Until it is positively determined what has caused a circuit breaker trip to occur, flight crews,
maintenance personnel, or airplane ground servicing personnel usually have no way of
knowing the consequences of resetting a tripped circuit breaker.
Resetting a circuit breaker tripped by an unknown cause should normally be a maintenance
function conducted on the ground.
Circuit breakers (CB) may be thermal (usually located on a CB panel) or electronic / virtual
(located in the Electrical Management System Control Display Unit (EMS CDU)). Unless
specifically stated otherwise, these CBs are treated similarly.
B. In Flight
A circuit breaker must not be reset (returned to “IN” after automatically popping “OUT”) or
cycled (opened and then closed i.e. set to “OUT” then reset to “IN”) unless doing so is
consistent with explicit procedures specified in the Quick Reference Handbook, the Flight
Crew Operating Manual (including the Flight Operation Notifications Manual (FONM)), or
unless in the judgement of the Pilot−in−Command, the resetting or cycling of the circuit
breaker is necessary for the safe completion of the flight.
A Logbook write−up is required for an in−flight circuit breaker reset/cycle.
C. On Ground
Bombardier Aerospace finds it acceptable for operators to attempt to clear the faults by
performing system resets (power cycling on the ground) on an occasional basis. The FONM
and Advisory Wires (AWs), contain guidance on system resets associated with known issues.
If unable to clear the fault, maintenance action should be carried out. The MMEL must be
used (if applicable) and/or the affected system condition must be satisfactory for airplane
dispatch.

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GENERAL

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INTRODUCTION
GENERAL

15. SYSTEM RESET GUIDANCE

A system reset is the action of switching a system OFF then ON again in an attempt to clear a
fault registered with the system. A system reset is not the same as a reset of an
automatically tripped circuit breaker.
System resets can occur as follows:
1. Automatic Resets are managed by the system without input from crew. A system may have
an automatic failure detection mode, which automatically initiates its own reset to clear a
malfunction. For example, if the FMS detects an internal fault, it will reset itself to regain
function. It will go off−line for a short period then become operational again after clearing
the fault. During the reset period, the affected FMS and its calculated data are not available
or displayed. In other cases, a system may reset itself without indication to flight crew.

NOTE
FMS resets are a rare occurrence.
2. Manual resets may be initiated by deliberate selection of a system to OFF and then to ON
and may include a required time interval to ensure associated logic is cleared / reset.
Manual resets may be induced as follows:
(a) Switch selection OFF then ON, or a dedicated system reset button:
• APU GEN FAIL procedure requires, initially, that the APU GEN be selected OFF
and then ON. This procedure is designed for in−flight but may equally be performed
on ground as applicable. For some systems the OFF switch position is also a reset,
whether labelled or not (i.e. for WINDSHIELD HEAT OFF/RESET).
• BRAKE OVHT − The procedure associated with the warning details the appropriate
steps. Essentially, provided the overheat condition no longer exists, pushing the
BTMS OVHT WARNING RESET button will remove the warning from EICAS,
resetting this warning function.
(b) Pulling and resetting CB(s): Unless called for by AFM procedure, CB resets should not
be conducted in flight. There are some procedures defined in the FONM or in AWs,
allowing a system reset as part of a pilot workaround on the ground prior to dispatch.
These resets should only be carried out in the context of the FON / AW guidance.
(c) Airplane Power Reset (complete shut−down of the airplane to black cockpit and restart);
there is a risk that the desired system reset may not clear the fault due to the common
start up sequence.
Global Express System Reset Philosophy
For the Global Express airplane, system resets should only be performed by qualified flight crew
as directed by procedures detailed in the AFM / FCOM / AWs / QRH or by qualified maintenance
personnel as detailed in Fault Isolation Manual or in the Aircraft Maintenance Manual (AMM).
With the integrated design of the airplane, there are system interdependencies such that the
operation of a system may influence the functionality of other system(s). Therefore, resets should
be done judiciously with awareness of potential consequences.
Inappropriate system resets can have significant consequences, especially in flight. In−flight
system resets are usually only specified in required AFM non−normal procedures and such
resets should not be performed arbitrarily. If a system reset is not specified in a non−normal
procedure, it should not be carried out in flight, unless specifically advised via direct consultation
with a qualified Bombardier representative.

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INTRODUCTION
GENERAL

15. SYSTEM RESET GUIDANCE (CONT'D)

On−ground system resets may be performed per specified trouble−shooting procedures to return
a system to a serviceable state, but only as specified in Flight Manual or approved maintenance
procedures.
Resets should only be performed in accordance with the guidance in relevant procedures. Some
systems require that no inputs be induced during a system reset / test to ensure proper
completion of the system self−test.
System resets should not be done from memory; instead, they should be completed in
conjunction with published guidance and in appropriate context.
System resets must be recorded and reported to maintenance. That includes the number of
resets and whether or not the reset was successful. In some circumstances, maintenance may
need to be consulted prior to attempting a reset. When in doubt, flight crew should verify with
maintenance.
Repetitive Resets
Repetitive resets (more than one reset) are not authorized unless otherwise described / required
in a detailed system reset procedure. Normally, if repetitive resets would be required, it indicates
a system problem that must be addressed by maintenance action.

16. SYSTEM BUILT-IN TEST OR INDUCED SOFTWARE-BASED TESTS

The Global Express is a very integrated airplane with significant software−based functionality.
Many systems and sub−systems incorporate internal tests to confirm appropriate fault−free
operation. These tests may be initiated during system power−on and/or as part of integrated
continuous system self−monitoring.
Particularly during power−on initiated tests, the system should be allowed to complete its
test without interruption, or input to other related systems. An example is the Flight Control
Unit (FCU) System Power On Self−Test (SPOST). During the test there should be no disruption
of the test − no input to the flight controls.
In the event that a built−in test has been disrupted, it is likely that the test could fail. The system
would require a reset which can only be accomplished by recycling its power. Rather than
powering down the airplane, the most efficient method is to reset the circuit breakers to the
system and thus re−initiate the applicable power−on test. Where possible, guidance is provided
for such system resets.

17. OPERATIONAL CAUTION TO CUSTOMERS

CAUTION
Please be advised that your interior is hand crafted using the highest
quality materials, finishing and products available in the industry. They
are fragile and exotic. In order to protect them and ensure their
continued aesthetic qualities, they must not be subjected to extreme or
rapid changes in temperature or humidity. If the Owner/Operator does
not comply with this caution, the warranty coverage for a given
component may be affected.

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GENERAL

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TABLE OF CONTENTS

CHAPTER 02 - LIMITATIONS
Page

TABLE OF CONTENTS 02−00−1

INTRODUCTION
Introduction 02−01−1
General 02−01−1
Kinds of Airplane Operation 02−01−1

STRUCTURAL WEIGHT
Structural Weight 02−02−1
Structural Weight Limitations 02−02−1
Buoyancy Limitations 02−02−3

CENTRE OF GRAVITY
Centre of Gravity 02−03−1
Centre Of Gravity Limits 02−03−1

OPERATING LIMITATIONS
Operating Limitations 02−04−1
Altitude and Temperature Operating Limit 02−04−1
Operation in Icing Conditions 02−04−3
Runway Slopes 02−04−4
Tailwind Conditions 02−04−4
Minimum Flight Crew 02−04−4
Maximum Occupants 02−04−4
Cold Weather Operations 02−04−4
Runway Surface Condition 02−04−5
Minimum Enroute Climb Gradient and Clearance 02−04−5
Display Unit Operating Temperature 02−04−5
Approach 02−04−5

POWER PLANT
Engine Operating Limits 02−05−1
Type 02−05−1
Engine Operating Limits Table 02−05−1
Cold Weather Operations 02−05−1
Thrust Management Data 02−05−1

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Page

POWER PLANT
Maximum Wind Speed and Direction 02−05−1
Starter Cranking Limits (Ground and Air) 02−05−2
General 02−05−2
Engine Start 02−05−2
Dry Motoring / Cranking Cycle 02−05−2
Engine Air Start Envelope 02−05−3
Fuel 02−05−4
Fuel Imbalance 02−05−4
Usable Fuel Load 02−05−4
Fuel Distribution 02−05−7
Minimum Fuel Quantity for Go-around 02−05−7
Fuels and Fuel Additives 02−05−7
Engine Fuel Temperature 02−05−10
Fuel Crossfeed 02−05−10
Fuel Recirculation System 02−05−11
Oil 02−05−12
Oil Temperature 02−05−12
Oil Pressure 02−05−12
Oil Grades 02−05−12
Oil Consumption 02−05−12
Oil Replenishment 02−05−13
Autothrottle 02−05−13
Take-Off 02−05−13
Landing 02−05−13
Auxiliary Power Unit 02−05−13
Type 02−05−13
Maximum RPM 02−05−13
Maximum EGT 02−05−13
Maximum Operating Altitude 02−05−13
Starting 02−05−13
Bleed Air Extraction Limit 02−05−13

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Page

OPERATING SPEEDS
Operating Speeds 02−06−1
Maximum Operating Speed and Mach Number 02−06−1
Design Maneuvering Speed 02−06−3
Slat/Flap Extended Speed 02−06−7
Maximum Landing Gear Operating Speed 02−06−7
Maximum Landing Gear Extended Speed 02−06−7
Tire Limit Speed 02−06−7
Turbulence Penetration Speed 02−06−7
Minimum Operating Limit Speed 02−06−7

MANEUVERING LOADS
Maneuvering Loads 02−07−1
Maneuvering Limit Load Factors 02−07−1

SYSTEMS
Systems 02−08−1
Air-Conditioning and Pressurization 02−08−1
Automatic Flight Control System 02−08−1
APU Generator 02−08−3
Flight Spoilers 02−08−3
Radio Altimeter 02−08−3
Stall Protection System 02−08−3
Thrust Reversers 02−08−3
Wheel Brake Cooling Limitations 02−08−4
Traffic Alert And Collision Avoidance System (TCAS) 02−08−4
Flight Controls − Flaps 02−08−4
Configuration Deviation List 02−08−4
Nose Wheel Steering System 02−08−4
Enhanced Ground Proximity Warning System (EGPWS) 02−08−5
RAT Generator test 02−08−5
AC / DC Power Centre Logic Check 02−08−5

NAVIGATION SYSTEMS
Navigation Systems 02−09−1
Flight Management System 02−09−1

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Page

NAVIGATION SYSTEMS
Standby Instrument 02−09−13
Mode S Transponder Systems for Enhanced Surveillance 02−09−14

ELECTRICAL MANAGEMENT SYSTEM

Circuit Breakers for Disabled Systems 02−10−1
Green Airplanes 9005 thru 9010 not Incorporating Service Bulletin
700−24−045 02−10−1
Green Airplanes 9002, 9011 thru 9051 not Incorporating Service Bulletin
700−24−045 02−10−3
Green Airplanes 9003, 9004 and 9052 thru 9126 not Incorporating Service
Bulletin 700−24−045 02−10−5
Green Airplanes 9127 and Subsequent and Airplanes Incorporating SB
700−24−045 Without Build 6.0 Upgrade 02−10−7
Green Airplanes With Build 6.0 Upgrade 02−10−10
Disabled Circuits with INOP Label and Their Thermal Circuit Breakers Pushed
in Showing IN on the EMS CDU CIRCUIT BREAKER − STATUS Page 02−10−13
EMS CDU Switch Control Page Settings 02−10−14
Green Airplanes 9005 and Subsequent 02−10−14

LIST OF ILLUSTRATIONS

CENTRE OF GRAVITY
Figure 02−03−1 Airplanes not incorporating SB 700−11−024 02−03−2
Figure 02−03−2 Airplanes incorporating SB 700−11−024 02−03−7

OPERATING LIMITATIONS
Figure 02−04−1 Altitude and Temperature Operating Limit 02−04−2

POWER PLANT
Figure 02−05−1 Engine Air Start Envelope 02−05−3
Figure 02−05−2 Engine Oil Pressure Limits 02−05−12

OPERATING SPEEDS
Figure 02−06−1 Maximum Operating Speed and Mach Number 02−06−1
Figure 02−06−2 Design Maneuvering Speeds 02−06−4

Volume 1 Flight Crew Operating Manual REV 114, Aug 16, 2022
02−00−4 CSP 700−6
LIMITATIONS
INTRODUCTION

1. INTRODUCTION
A. General
The limitations included in this chapter contain items peculiar to the GLOBAL EXPRESS®
airplane. Observance of these limitations is mandatory.
B. Kinds of Airplane Operation
The airplane is certified for day and night operations, in the following conditions when the
equipment and instruments required by the airworthiness and operating regulations are
approved, installed and in an operable condition:
• VFR and IFR
• Flight in icing conditions.
The airplane is certified for ditching when the safety equipment specified by the applicable
regulations is installed.
The airplane is not to be used for transportation of passengers or cargo unless it has been
completed by the installation of an approved interior.

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 02−01−1
LIMITATIONS
INTRODUCTION

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
02−01−2 CSP 700−6
LIMITATIONS
STRUCTURAL WEIGHT

1. STRUCTURAL WEIGHT
A. Structural Weight Limitations

Effectivity:
• Airplanes 9002 thru 9431 not incorporating Service Bulletin:
• SB−700−11−024 − Modification − General Maximum Zero Fuel Weight (MZFW)
Increase from 56,000 lbs to 58,000 lbs..
Maximum taxi and ramp weight: 42,524 kg (93,750 lb)
Maximum take-off weight: 42,411 kg (93,500 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 25,401 kg (56,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 43,091 kg (95,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 43,205 kg (95,250 lb)
Maximum take-off weight: 43,091 kg (95,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 25,401 kg (56,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 43,545 kg (96,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 43,658 kg (96,250 lb)
Maximum take-off weight: 43,545 kg (96,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 25,401 kg (56,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 44,452 kg (98,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 44,565 kg (98,250 lb)
Maximum take-off weight: 44,452 kg (98,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 25,401 kg (56,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−02−1
LIMITATIONS
STRUCTURAL WEIGHT

1. STRUCTURAL WEIGHT (CONT'D)

A. Structural Weight Limitations (Cont’d)

(If airspeed placard for 45,132 Kg (99,500 lb) MTOW is installed)

Maximum taxi and ramp weight: 45,246 kg (99,750 lb)
Maximum take-off weight: 45,132 kg (99,500 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 25,401 kg (56,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB−700−11−024 − Modification − General Maximum Zero Fuel Weight (MZFW)
Increase from 56,000 lbs to 58,000 lbs..
Maximum taxi and ramp weight: 42,524 kg (93,750 lb)
Maximum take-off weight: 42,411 kg (93,500 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 26,308 kg (58,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 43,091 kg (95,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 43,205 kg (95,250 lb)
Maximum take-off weight: 43,091 kg (95,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 26,308 kg (58,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 43,545 kg (96,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 43,658 kg (96,250 lb)
Maximum take-off weight: 43,545 kg (96,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 26,308 kg (58,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−02−2 CSP 700−6
LIMITATIONS
STRUCTURAL WEIGHT

1. STRUCTURAL WEIGHT (CONT'D)

A. Structural Weight Limitations (Cont’d)

(If airspeed placard for 44,452 kg (98,000 lb) MTOW is installed)

Maximum taxi and ramp weight: 44,565 kg (98,250 lb)
Maximum take-off weight: 44,452 kg (98,000 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 26,308 kg (58,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

(If airspeed placard for 45,132 Kg (99,500 lb) MTOW is installed)

Maximum taxi and ramp weight: 45,246 kg (99,750 lb)
Maximum take-off weight: 45,132 kg (99,500 lb)
Maximum landing weight: 35,652 kg (78,600 lb)
Maximum zero fuel weight: 26,308 kg (58,000 lb)
Minimum flight weight: 21,863 kg (48,200 lb)
Minimum operating empty weight: 20,412 kg (45,000 lb)

NOTE
The maximum take-off weight (MTOW) and/or maximum landing
weight (MLW) may be further limited due to performance
considerations.
B. Buoyancy Limitations
(1) TAKE-OFF ON RUNWAYS NEAR BODIES OF WATER
• For take-off at weights above the maximum landing weight, OUTFLOW VLV 2 must
be closed and one air-conditioning pack must be shutdown for take-off.
(2) LANDING ON RUNWAYS NEAR BODIES OF WATER
• For forced / emergency landing at weights above the maximum landing weight,
OUTFLOW VLV 2 must be closed and one air-conditioning pack must be shutdown
for landing.

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−02−3
LIMITATIONS
STRUCTURAL WEIGHT

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Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−02−4 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY
A. Centre Of Gravity Limits
The maximum permissible centre of gravity (CG) limits are as shown in Figure 02−03−1.
The airplane including interior payload, passengers and fuel must be loaded such that the
airplane weight and centre of gravity are maintained within the specified limits (including any
variation due to fuel consumption, passenger movement, retraction of landing gear, etc. ).
The airplane must be loaded in accordance with the loading instructions associated with the
BD−700−1A10 Weight and Balance Manual.

REV 62, Sep 16, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−1
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

105000

46000
100000

44000
Max Ramp Weight
95000 42,524 kg (93,750 lb)

42000
Max Take−Off Weight
42,411 kg (93,500 lb)
90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000

55000 Max Zero Fuel Weight

25,401 kg (56,000 lb)
24000

50000
22000

45000
20000
’Minimum Operating Weight Empty
20,412 kg (45,000 lb)
FM8203_001C

40000 18000
15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes not incorporating SB 700−11−024

Figure 02−03−1

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
02−03−2 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 43,091 kg (95,000 lb) MTOW is installed)

105000

46000
100000

Max Ramp Weight

43,205 kg (95,250 lb) 44000

95000
Max Take−Off Weight
43,091 kg (95,000 lb) 42000

90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000

55000 Max Zero Fuel Weight

25,401 kg (56,000 lb)
24000

50000
22000

45000
20000
Minimum Operating Weight Empty
20,412 kg (45,000 lb)

40000 18000
FM8203_002C

15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes not incorporating SB 700−11−024

Figure 02−03−1

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−3
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 43,545 kg (96,000 lb) MTOW is installed)

105000

46000
100000
Max Ramp Weight
43,658 kg (96,250 lb)
44000

95000
Max Take−Off Weight
43,545 kg (96,000 lb)
42000

90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000

55000 Max Zero Fuel Weight

25,401 kg (56,000 lb)
24000

50000
22000

45000
20000
Minimum Operating Weight Empty
20,412 kg (45,000 lb)

40000 18000
FM8203_003C

15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes not incorporating SB 700−11−024

Figure 02−03−1

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−03−4 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 44,452 kg (98,000 lb) MTOW is installed)

44,565 kg (98,250 lb)

44,452 kg (98,000 lb)

AIRCRAFT WEIGHT (kg)

AIRCRAFT WEIGHT (lb)

35,652 kg (78,600 lb)

25,401 kg (56,000 lb)

20,412 kg (45,000 lb)

FM8203_004E

Airplanes not incorporating SB 700−11−024

Figure 02−03−1

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−5
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 45,132 Kg (99,500 lb) MTOW is installed)

45,246 kg (99,750 lb)

45,132 kg (99,500 lb)

AIRCRAFT WEIGHT (kg)

AIRCRAFT WEIGHT (lb)

35,652 kg (78,600 lb)

25,401 kg (56,000 lb)

20,412 kg (45,000 lb)

FM0203_001E

Airplanes not incorporating SB 700−11−024

Figure 02−03−1

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−03−6 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

105000

46000
100000

44000
Max Ramp Weight
95000 42,524 kg (93,750 lb)

42000
Max Take−Off Weight
42,411 kg (93,500 lb)
90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000
Max Zero Fuel Weight
55000 26,308 kg (58,000 lb)

24000

50000
22000

45000
20000
’Minimum Operating Weight Empty
20,412 kg (45,000 lb)
FM8203_001D

40000 18000
15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes incorporating SB 700−11−024

Figure 02−03−2

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−7
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 43,091 kg (95,000 lb) MTOW is installed)

105000

46000
100000

Max Ramp Weight

43,205 kg (95,250 lb) 44000

95000
Max Take−Off Weight
43,091 kg (95,000 lb) 42000

90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000
Max Zero Fuel Weight
55000 26,308 kg (58,000 lb)
24000

50000
22000

45000
20000
Minimum Operating Weight Empty
20,412 kg (45,000 lb)
FM8203_002E

40000 18000
15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes incorporating SB 700−11−024

Figure 02−03−2

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−03−8 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 43,545 kg (96,000 lb) MTOW is installed)

105000

46000
100000
Max Ramp Weight
43,658 kg (96,250 lb)
44000

95000
Max Take−Off Weight
43,545 kg (96,000 lb)
42000

90000
40000

85000
38000

AIRCRAFT WEIGHT (kg)

80000
36000
AIRCRAFT WEIGHT (lb)

Max Landing Weight

35,652 kg (78,600 lb)
75000 34000

32000
70000

30000
65000

28000

60000

26000
Max Zero Fuel Weight
55000 26,308 kg (58,000 lb)
24000

50000
22000

45000
20000
Minimum Operating Weight Empty
20,412 kg (45,000 lb)
FM8203_003D

40000 18000
15.0 20.0 25.0 30.0 35.0 40.0 45.0

AIRCRAFT C.G. (%MAC)

Airplanes incorporating SB 700−11−024

Figure 02−03−2

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−9
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 44,452 kg (98,000 lb) MTOW is installed)

44,565 kg (98,250 lb)

44,452 kg (98,000 lb)

AIRCRAFT WEIGHT (kg)

AIRCRAFT WEIGHT (lb)

35,652 kg (78,600 lb)

26,308 kg (58,000 lb)

20,412 kg (45,000 lb)

FM8203_004F

Airplanes incorporating SB 700−11−024

Figure 02−03−2

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
02−03−10 CSP 700−6
LIMITATIONS
CENTRE OF GRAVITY

1. CENTRE OF GRAVITY (CONT'D)

A. Centre Of Gravity Limits (Cont’d)

(If airspeed placard for 45,132 Kg (99,500 lb) MTOW is installed)

45,246 kg (99,750 lb)

45,132 kg (99,500 lb)

AIRCRAFT WEIGHT (kg)

AIRCRAFT WEIGHT (lb)

35,652 kg (78,600 lb)

26,308 kg (58,000 lb)

20,412 kg (45,000 lb)

FM0203_001F

Airplanes incorporating SB 700−11−024

Figure 02−03−2

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−03−11
LIMITATIONS
CENTRE OF GRAVITY

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 77, Sep 10, 2013
02−03−12 CSP 700−6
LIMITATIONS
OPERATING LIMITATIONS

1. OPERATING LIMITATIONS
A. Altitude and Temperature Operating Limit
The altitude and temperature operating limit is as shown in Figure 02−04−1.
Maximum airport pressure altitude for take-off and landing is 10,000 feet.
Maximum operating altitude is 51,000 feet.
Maximum ambient air temperature approved for take−off and landing is +50 °C (122 °F).
Minimum ambient temperature approved for take-off is −40 °C (−40 °F).

REV 52, Nov 10, 2006 Flight Crew Operating Manual Volume 1
CSP 700−6 02−04−1
LIMITATIONS
OPERATING LIMITATIONS

1. OPERATING LIMITATIONS (CONT'D)

A. Altitude and Temperature Operating Limit (Cont’d)

Altitude and Temperature Operating Limit

Figure 02−04−1

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
02−04−2 CSP 700−6
LIMITATIONS
OPERATING LIMITATIONS

1. OPERATING LIMITATIONS (CONT'D)

B. Operation in Icing Conditions
(1) COWL ANTI-ICE SYSTEM
Ground Operations:
• During take-off, use of cowl anti-ice in AUTO mode is prohibited.
• The cowl anti-ice system must be ON when the OAT is 10 °C (50 °F) or below and
visible moisture in any form is present [such as fog with a visibility of 1,500 meters
(one mile) or less, rain, snow and ice crystals].
• The cowl anti-ice must also be ON when the OAT is 10 °C (50 °F) or below when
operating on runways, ramps, or taxiways where surface snow, ice, standing water,
or slush is present.
Flight Operations:

NOTE
Icing conditions exist in flight at a TAT of 10 °C (50 °F) or
below, and visible moisture in any form is encountered (such as
clouds, rain, snow, sleet or ice crystals), except when the SAT
is −40 °C (−40 °F) or below.

• The engine cowl anti-ice system must be ON, when in icing conditions, or when ICE
is annunciated by the ice detection system.
(2) WING ANTI-ICE SYSTEM
Ground Operations:
• During take-off, use of the wing anti-ice system in AUTO is prohibited.
• The wing anti-ice system must be ON for take-off when the OAT is 5 °C (41 °F) or
below and visible moisture in any form is present (such as fog with visibility of 1,500
meters (one mile) or less, rain, snow, sleet and ice crystals).
• The wing anti-ice system must also be ON for take-off when the OAT is 5 °C (41 °F)
or below and the runway is contaminated with surface snow, slush or standing water.
• When SAE Type II, Type III or Type IV anti-icing fluids have been applied, the wing
anti-ice system must only be selected ON, if required, just prior to thrust increase for
take-off.
Flight Operations:

• The wing anti-ice system must be ON when in icing conditions, or when ICE is
annunciated by the ice detection system.
• Do not hold in icing conditions with the slats extended.

REV 65, May 26, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 02−04−3
LIMITATIONS
OPERATING LIMITATIONS

1. OPERATING LIMITATIONS (CONT'D)

B. Operation in Icing Conditions (Cont’d)
• When in icing conditions, maintain a minimum engine speed of 76% N2.

NOTE
Momentary reduction of engine speed less than 76% N2 is
permitted during final approach provided cowl and wing
anti−ice green icons remain indicated on the EICAS.
C. Runway Slopes
The maximum runway slopes approved for take-off and landing are:
+2% (uphill)
−2% (downhill)
D. Tailwind Conditions
The maximum tailwind component approved for take-off and landing is 10 knots.
E. Minimum Flight Crew
The minimum flight crew is one pilot and one copilot.
F. Maximum Occupants
The total number of occupants, including no more than nineteen (19) passengers, must not
exceed the lesser of the following:
• Twenty two (22), or
• The number for which seating accommodation approved for take-off and landing is
provided.
G. Cold Weather Operations
The minimum ambient temperature approved for takeoff is −40 °C (−40 °F).

WARNING

Even small amounts of frost, ice, snow or slush on the wing leading
edges and forward upper wing surface may adversely change the
stall speeds, stall characteristics and the protection provided by the
stall protection system, which may result in loss of control on takoff.
Takeoff is prohibited with frost, ice, snow or slush adhering to any critical surface (wings,
horizontal stabilizer, vertical stabilizer, control surfaces and engine inlets) except that takeoff
is permitted with frost adhering to:
• the upper surface of the fuselage;
• the underside of the wing, that is caused by cold soaked fuel,
in accordance with the instructions provided in Chapter 7; SUPPLEMENTARY
PROCEDURES − COLD WEATHER OPERATION − PRE−FLIGHT PREPARATION −
External Safety Inspection.

Volume 1 Flight Crew Operating Manual REV 99, Feb 07, 2019
02−04−4 CSP 700−6
LIMITATIONS
OPERATING LIMITATIONS

1. OPERATING LIMITATIONS (CONT'D)

G. Cold Weather Operations (Cont’d)
Although the upper fuselage is not defined as a critical surface, it must nonetheless be deiced
to remove contamination, other than allowable frost, anytime the wing and tail surfaces
require deicing.

NOTE
Comprehensive procedures for operating in cold weather are
provided in Chapter 7; SUPPLEMENTARY PROCEDURES −
COLD WEATHER OPERATION.
H. Runway Surface Condition
Operations from unprepared (i.e. gravel, grass, etc.) runways are prohibited.
I. Minimum Enroute Climb Gradient and Clearance
It is recommended that the minimum enroute net climb gradient with one engine inoperative is
positive and all terrain and/or obstacles be cleared by at least 1,300 feet along the enroute
flight path.
J. Display Unit Operating Temperature
Ground operation of the Display Units with flight compartment temperatures in excess of
40°C, for greater than 30 minutes, is prohibited.
K. Approach
Flying an approach with a runway threshold glidepath angle of 4.5 degrees or greater is
prohibited.
Approaches with runway threshold glidepath angles greater than 3.5 degrees must be flown
in accordance with Supplement 29, Approaches with Runway Threshold Glidepath Angles
Greater Than 3.5 Degrees.

Effectivity:
• Airplanes not incorporating Service Bulletin:
• SB 700−34−067: Modification − Navigation − Introduction of Bandpass Filter to the
Radio Altimeter to Prevent Interference from 5G Mobile Networks.
Due to the presence of 5G C−Band wireless broadband interference, when operating in the
contiguous U.S. airspace, SA CAT I Instrument Landing System (ILS) approaches are
prohibited.

NOTE
Reference FAA AD 2023−10−02.

REV 117, Jul 25, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 02−04−5
LIMITATIONS
OPERATING LIMITATIONS

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 50, Apr 17, 2006
02−04−6 CSP 700−6
LIMITATIONS
POWER PLANT

1. ENGINE OPERATING LIMITS

A. Type
BR700−710A2−20, quantity two.
B. Engine Operating Limits Table
CONDITION CORE RPM N2 % FAN RPM N1 % ITT°C
700 (on ground)
Start N/A N/A
850 (in flight)
Idle 58.0 (minimum) N/A 860
Take-Off * 99.6 102.0 900 *
Max Continuous 98.9 102.0 860
− 99.8 (20 seconds) 102.5 (20 seconds) 905 (20 seconds)
Reverse Thrust − 70.0 (30 seconds) −
* Take-off thrust for 5 minutes with all engines operating.
Take-off thrust for 10 minutes in the event of an engine failure.

NOTE
Static ground operation in the range of 66% to 80% N1 is
prohibited. Acceleration/deceleration thru this range is permitted.
This limitation does not apply to reverse thrust.
C. Cold Weather Operations
Airplane operations in cold weather conditions must be conducted in accordance with
Chapter 7; SUPPLEMENTARY PROCEDURES − Cold Weather Operations.
D. Thrust Management Data
Thrust management information is advisory only. Thrust setting data presented on EICAS /
FMS must be checked for accuracy prior to use. Refer to Airplane Flight Manual, Chapter 6;
PERFORMANCE − THRUST SETTINGS.
E. Maximum Wind Speed and Direction
Engine starts are not permitted when the tailwind component exceeds 20 knots, or when the
crosswind component exceeds 35 knots. Any time there is an external or EICAS indication of
N1 rotation due to tailwinds, the engine must be cranked for 30 seconds and must be followed
immediately by an AUTO start.
When winds exceed 20 knots, do not exceed the minimum thrust required for taxi.
When the take−off crosswind component exceeds 20 knots, do not exceed 66% N1 below 30
KIAS. At 30 KIAS promptly set TO thrust.
When the takeoff crosswind component exceeds 35 knots takeoff is prohibited.
There are no limits for a headwind within 10 degrees of the airplane centreline.
Refer to Chapter 4; NORMAL PROCEDURES − TAXIING AND TAKE-OFF − HIGH
CROSSWIND TAKE-OFF.

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2. STARTER CRANKING LIMITS (GROUND AND AIR)

A. General
The starter must not be used if indicated RPM exceeds 42% N2.
B. Engine Start
Normal engine start − 3 consecutive engine start cycles of 3 minutes each with 15 seconds
cooling between cycles.
After 3 attempts, a 15−minute cooling period is required.
C. Dry Motoring / Cranking Cycle
Dry motoring / cranking time limits are as given in para 2.B., Engine Start.
Dry motoring / cranking is performed with the ENGINE RUN switches OFF.

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
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LIMITATIONS
POWER PLANT

2. STARTER CRANKING LIMITS (GROUND AND AIR) (CONT'D)

D. Engine Air Start Envelope
See Figure 02−05−1.

150 knots

340 KIAS
30

20 20,000 feet

WINDMILL
ATS ENVELOPE
Altitude (1,000 Feet)

ENVELOPE
N 2 > 8%
15

8,000 feet

115 knots
GF0205_002

0
50 75 100 125 150 175 200 225 250 275 300 325 350

Indicated Airspeed (Knots)

Engine Air Start Envelope

Figure 02−05−1

REV 41, Jul 08, 2004 Flight Crew Operating Manual Volume 1
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LIMITATIONS
POWER PLANT

3. FUEL
A. Fuel Imbalance
The maximum permissible fuel imbalance between the contents of the main left tank and the
main right tank is as follows:
ON GROUND AND DURING
WING TANK FUEL LOAD DURING FLIGHT
TAKE-OFF AND LANDING
Less than
488 kg (1100 lb) 488 kg (1100 lb)
8823 kg (19,450 lb)
From 8823 kg (19,450 lb) 488 kg (1100 lb)
488 kg (1100 lb)
to 9186 kg (20,250 lb) to 266 kg (600 lb)
Greater than
266 kg (600 lb) 488 kg (1100 lb)
9186 kg (20,250 lb)

B. Usable Fuel Load

The maximum usable fuel load for each fuel tank is given below:
PRESSURE REFUEL (+0 / -1%)
TANK VOLUME FUEL MASS †
Left main tank 8,435 litres 2,229 USG 6,825 kg 15,050 lb
Right main tank 8,435 litres 2,229 USG 6,825 kg 15,050 lb
Centre tank 6,265 litres 1,655 USG 5,075 kg 11,150 lb
Aft tank 1,275 litres 337 USG 1,025 kg 2,300 lb
Total 24,410 litres 6,450 USG 19,750 kg 43,550 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg or
50 lb. Fuel Mass is provided for reference only and should not be considered limiting.

GRAVITY REFUEL (AIRPLANE LEVEL)

TANK VOLUME FUEL MASS †
Left main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Right main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Centre tank 6,245 litres 1,650 USG 5,050 kg 11,150 lb
Aft tank not available not available not available not available
Total 21,765 litres 5,750 USG 17,600 kg 38,850 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg or
50 lb. Fuel Mass is provided for reference only and should not be considered limiting.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not usable.

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3. FUEL (CONT'D)
B. Usable Fuel Load (Cont’d)

Effectivity:
• Airplanes 9002 thru 9114 not incorporating Service Bulletin:
• SB 700−28−029, Fuel Feed System − Scavenge System Installation to Reduce
Unusable Fuel Quantity.
The maximum usable fuel load for each fuel tank is given below:
PRESSURE REFUEL (+0 / -1%)
TANK VOLUME FUEL MASS †
Left main tank 8,415 litres 2,223 USG 6,800 kg 15,000 lb
Right main tank 8,415 litres 2,223 USG 6,800 kg 15,000 lb
Centre tank 6,230 litres 1,645 USG 5,050 kg 11,100 lb
Aft tank 1,275 litres 337 USG 1,025 kg 2,300 lb
Total 24,335 litres 6,428 USG 19,675 kg 43,400 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg
or 50 lb. Fuel Mass is provided for reference only and should not be considered limiting.

GRAVITY REFUEL (AIRPLANE LEVEL)

TANK VOLUME FUEL MASS †
Left main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Right main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Centre tank 6,210 litres 1,640 USG 5,025 kg 11,050 lb
Aft tank not available not available not available not available
Total 21,730 litres 5,740 USG 17,575 kg 38,750 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg
or 50 lb. Fuel Mass is provided for reference only and should not be considered limiting.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not
usable.

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LIMITATIONS
POWER PLANT

3. FUEL (CONT'D)
B. Usable Fuel Load (Cont’d)

On airplanes 9159 and subsequent:

The maximum usable fuel load for each fuel tank is given below:
PRESSURE REFUEL (+0 / -1%)
TANK VOLUME FUEL MASS †
Left main tank 8,435 litres 2,229 USG 6,825 kg 15,050 lb
Right main tank 8,435 litres 2,229 USG 6,825 kg 15,050 lb
Centre tank 7,111 litres 1,879 USG 5,750 kg 12,700 lb
Aft tank 1,275 litres 337 USG 1,025 kg 2,300 lb
Total 25,256 litres 6,674 USG 20,425 kg 45,100 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg
or 50 lb. Fuel Mass is provided for reference only and should not be considered limiting.

GRAVITY REFUEL (AIRPLANE LEVEL)

TANK VOLUME FUEL MASS †
Left main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Right main tank 7,760 litres 2,050 USG 6,275 kg 13,850 lb
Centre tank 6,245 litres 1,650 USG 5,050 kg 11,150 lb
Aft tank not available not available not available not available
Total 21,765 litres 5,750 USG 17,600 kg 38,850 lb
† based on a fuel density of 0.809 kg / litre (6.75 lb / USG), rounded to the nearest 25 Kg
or 50 lb. Fuel Mass is provided for reference only and should not be considered limiting.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not
usable.

NOTE
The center tank fuel quantity includes the forward fuel tank
capacity. Gravity refueling is unavailable for the forward fuel tank.

Volume 1 Flight Crew Operating Manual REV 44, Jan 21, 2005
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LIMITATIONS
POWER PLANT

3. FUEL (CONT'D)
C. Fuel Distribution
Fuel in the centre tank must be considered unusable unless each wing tank is full at
departure, and the planned cruise altitude is greater than 30,000 feet.
Fuel in the aft tank must be considered unusable unless each wing tank contains at least
2495 kg (5500 lb) fuel at departure, and the planned cruise altitude is greater than
30,000 feet.
If use of the centre / aft tank is planned, the tank fuel load is to be no less than 230 kg
(500 lb) to ensure xfer pumps reprime.

Effectivity:
• Airplanes 9002, 9004 thru 9082 not incorporating Service Bulletin:
• SB 700−28−033, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−5.
Fuel in the aft tank must be considered unusable unless each wing tank contains at least
1814 kg (4000 lb) fuel at departure, and the planned cruise altitude is greater than
30,000 feet.

D. Minimum Fuel Quantity for Go-around

The minimum fuel quantity for go-around is 266 kg (600 lb) per wing (with wings level) and
assuming a maximum airplane climb attitude of 10° nose up.
E. Fuels and Fuel Additives
When using wide cut fuels, operation is limited to 13,000 feet until the bulk fuel temperature is
below 15 °C.

Mixing of fuels is permitted.

Take-off with bulk fuel temperature indications outside the limits stated is prohibited.

REV 74, Aug 17, 2012 Flight Crew Operating Manual Volume 1
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3. FUEL (CONT'D)
E. Fuels and Fuel Additives (Cont’d)

Effectivity:
• Airplanes 9002, 9004 thru 9095, 9097 thru 9114 not incorporating Service Bulletin:
• SB 700−28−044, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−8.
or
• Airplanes 9003, 9096, 9115 thru 9132 not incorporating Service Bulletin:
• SB 700−28−045, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−9.
Take-off with bulk fuel temperature indications above 43 °C is prohibited.

During flight, bulk fuel temperature must remain above the applicable bulk fuel freezing point.
Fuels conforming to any of the following specifications are approved for use.
(1) CANADIAN FUELS
FUEL SPEC BULK FUEL TAKE-OFF BULK FUEL
LIMIT FREEZING
POINT
MIN °C MAX °C
Kerosene CAN/CGSB − 3.23 (JET A) −30 °C 54 °C −40 °C
CAN/CGSB − 3.23 (JET −37 °C 54 °C −47 °C
A1)
Wide-Cut CAN/CGSB − 3.22 (JET B) −40 °C 43 °C −50 °C
CAN/CGSB − 3.22 −48 °C 43 °C −58 °C
(JP−4 / F−40)

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3. FUEL (CONT'D)
E. Fuels and Fuel Additives (Cont’d)
(2) AMERICAN FUELS
FUEL SPEC BULK FUEL TAKE-OFF BULK
LIMIT FUEL
FREEZING
MIN °C MAX °C
POINT
Kerosene ASTM D1655 (JET A / F−24) −30 °C 54 °C −40 °C
ASTM D1655 −37 °C 54 °C −47 °C
(JET A1 / F−34 / F−35)
MIL−T−83133 (JP−8) −37 °C 54 °C −47 °C
MIL−T−5624 (JP−5) −36 °C 54 °C −46 °C
Wide-Cut ASTM D1655 (JET B) −40 °C 43 °C −50 °C
ASTM D1655 (JP−4) −48 °C 43 °C −58 °C

NOTE
ASTM D1655, Def. Std. 91−91 and CAN/CGSB−3−23 Jet fuels
whose origin is ASTM D7566 (Aviation Turbine Fuel Containing
Synthesized Hydrocarbons) and are re−identified as Jet A, A−1
fuels are considered equivalent to fossil based fuels.
(3) BRITISH FUELS
FUEL SPEC BULK FUEL TAKE-OFF BULK
LIMIT FUEL
FREEZING
MIN °C MAX °C
POINT
Kerosene DEF STAN 91−91 −37 °C 54 °C −47 °C
(Jet A−1 / F−35 / AVTUR)
DEF STAN 91−87 −37 °C 54 °C −47 °C
(Jet A−1 / F−34 / AVTUR/FSII)
DEF STAN 91−86 −36 °C 54 °C −46 °C
(JP−5 / F−44 / AVCAT/FSII)
Wide-Cut DEF STAN 91−88 −48 °C 43 °C −58 °C
(JP−4 / F−40 / AVTAG/FSII)

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LIMITATIONS
POWER PLANT

3. FUEL (CONT'D)
E. Fuels and Fuel Additives (Cont’d)
(4) CIS FUELS
FUEL SPEC BULK FUEL TAKE-OFF BULK FUEL
LIMIT FREEZING
POINT
MIN °C MAX °C
Kerosene GOST 10227−2013 −40 °C 54 °C −50 °C
(TS−1)
GSTU −40 °C 54 °C −50 °C
320.00149943.011−99
(TS−1 Premium)
GOST 10227−2013 −40 °C 54 °C −50 °C
(RT)
GSTU −40 °C 54 °C −50 °C
320.00149943.007−97
(RT Premium)

(5) CHINESE FUELS

FUEL SPEC BULK FUEL TAKE-OFF BULK FUEL
LIMIT FREEZING
POINT
MIN °C MAX °C
Chinese
Kerosene GB 6537−2018 (No.3) −37 °C 54 °C −47 °C

(6) FUEL ADDITIVES

• Anti-icing additives to the latest revision of specification MIL−I−27686E or any direct
equivalent at a concentration of 0.10 to 0.15% by volume.
• Russian fuel icing inhibitors Fluid I (conforming to GOST 8313) at a maximum
concentration of 0.3% vol. and Fluid I−M (conforming to TU6−10−1458 GOST, a
mixture of GOST 8313 and GOST 2222 in equal parts by weight) at a maximum
concentration of 0.3% vol.
• Biobor JF biocide additive at a concentration not in excess of 270 parts per million
(20 parts per million elemental boron) to prevent the growth of micro-organisms.
• Kathon FP 1.5 biocide additive at concentration not in excess of 100 parts per million
to prevent the growth of micro−organisms.
• Stadis 450 anti-static additive at a concentration of 5 mg/L.
F. Engine Fuel Temperature
Take-off with engine fuel temperature indications below 5 °C is prohibited.
G. Fuel Crossfeed
Fuel crossfeed must be off for take-off and landing.

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LIMITATIONS
POWER PLANT

3. FUEL (CONT'D)
H. Fuel Recirculation System

On airplanes 9002 thru 9158:

Fuel Recirculation switch must be OFF for take-off and initial climb to altitude.
Fuel Recirculation switch must be OFF in-flight below 34,000 feet.

NOTE
FUEL RECIRC ON will be posted if the above systems
limitations are exceeded.

Effectivity:
• Airplanes 9002 thru 9114 not incorporating Service Bulletin:
• SB 700−28−036, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−7.

NOTE
L−R FUEL RECIRC FAIL will be posted if the above systems
limitations are exceeded.

Fuel Recirculation switch must be OFF with bulk fuel temperature indication above 10 °C.

Effectivity:
• Airplanes 9002, 9004 thru 9095, 9097 thru 9114 not incorporating Service Bulletin:
• SB 700−28−044, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−8.
or
• Airplanes 9003, 9096, 9115 thru 9132 not incorporating Service Bulletin:
• SB 700−28−045, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−9.
Fuel Recirculation switch must be OFF with bulk fuel temperature indication above 0 °C.

NOTE
It is recommended that the system only be turned on when the
bulk fuel temperature reaches −25 °C.

Fuel Recirculation is prohibited when using wide cut fuels.

Asymmetric operation of Fuel Recirculation is prohibited during normal operation.

REV 93, Aug 11, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 02−05−11
LIMITATIONS
POWER PLANT

4. OIL
A. Oil Temperature
Minimum for starting −40°C
Minimum before accelerating above idle +20°C
Maximum Permissible +160°C
B. Oil Pressure
See Figure 02−05−2.

Engine Oil Pressure Limits

Figure 02−05−2
C. Oil Grades
The Airplane Maintenance Manual, Chapter 12, lists the oils approved for use.
D. Oil Consumption
Maximum oil consumption, on each engine, is 0.2 litre per hour (0.21 US quarts per hour).

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LIMITATIONS
POWER PLANT

4. OIL (CONT'D)
E. Oil Replenishment
Operation of the oil replenishment system is prohibited when the OAT ≤ −12 °C.

5. AUTOTHROTTLE
A. Take-Off
The autothrottle must be engaged and take-off thrust verified prior to 60 KIAS for autothrottle
engaged take-off.
B. Landing
Use of the auto-throttle when landing with flaps at any position other than flaps 30° is
prohibited.

6. AUXILIARY POWER UNIT

A. Type: RE 220
B. Maximum RPM: 106%
C. Maximum EGT (dependent upon altitude and OAT) :
• During start: 675 °C to 1038 °C.
• Normal operations: 613 °C to 732 °C.
D. Maximum Operating Altitude: 45,000 feet
E. Starting:
(1) Minimum ambient temperature for starting a cold soaked APU on the ground is −40 °C.
(2) The maximum number of start attempts per hour is three.
(3) Maximum Starting Altitude − 37,000 feet.
(4) Temperature − See Figure 02−04−1.
F. Bleed Air Extraction Limit:
(1) Bleed air extraction is limited to 30,000 feet.
(2) APU bleed extraction above 45 °C OAT for air-conditioning operation is prohibited.

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Volume 1 Flight Crew Operating Manual REV 54, Jun 15, 2007
02−05−14 CSP 700−6
LIMITATIONS
OPERATING SPEEDS

1. OPERATING SPEEDS
A. Maximum Operating Speed and Mach Number
Maximum operating limit speeds as given in Figure 02−06−1.

NEW_MMO.PLT
GF0206_001

Maximum Operating Speed and Mach Number

Figure 02−06−1

REV 42, Nov 26, 2004 Flight Crew Operating Manual Volume 1
CSP 700−6 02−06−1
LIMITATIONS
OPERATING SPEEDS

1. OPERATING SPEEDS (CONT'D)

A. Maximum Operating Speed and Mach Number (Cont’d)

Effectivity:
• Airplanes 9002 thru 9094 not incorporating Service Bulletin:
• SB 700−34−020, Replacement of Micro Air-Data Computer for RVSM Qualification
Requirements.

mmo_afm_05_oct_98.plt
GF0206_002

Maximum Operating Speed and Mach Number

Figure 02−06−1

Volume 1 Flight Crew Operating Manual REV 42, Nov 26, 2004
02−06−2 CSP 700−6
LIMITATIONS
OPERATING SPEEDS

1. OPERATING SPEEDS (CONT'D)

Design Maneuvering Speeds

Figure 02−06−2

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LIMITATIONS
OPERATING SPEEDS

1. OPERATING SPEEDS (CONT'D)

C. Slat/Flap Extended Speed
The maximum speeds at which the slats/flaps may be extended are:
• Slats extended: 225 KIAS
• Flaps to 6 degrees: 210 KIAS
• Flaps to 16 degrees: 210 KIAS
• Flaps to 30 degrees: 185 KIAS
D. Maximum Landing Gear Operating Speed
• The maximum airspeed at which it is safe to retract the landing gear is 200 KIAS.
• The maximum airspeed at which it is safe to extend the landing gear is 200 KIAS.
E. Maximum Landing Gear Extended Speed
The maximum airspeed at which the airplane may be flown with the landing gear extended is
250 KIAS / 0.7 M.
Flight at altitudes above 20,000 feet with the landing gear extended is prohibited.
F. Tire Limit Speed
The tire limit speed is 183 knots ground speed.
G. Turbulence Penetration Speed
Maximum air speed for turbulence penetration is 300 KIAS or .80 Mach, whichever is lower.

NOTE
Turbulence penetration maneuvers must be accomplished in
accordance with the procedures detailed in Chapter 7;
SUPPLEMENTARY PROCEDURES − FLIGHT IN TURBULENCE.
H. Minimum Operating Limit Speed
Intentional speed reduction below the onset of stall warning, as defined by stick shaker
operation, is prohibited unless a lower speed is specifically authorized for flight test or training
operations.
VMCG is 80 KIAS and VMCA in the take-off configuration is 86 KIAS.

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Volume 1 Flight Crew Operating Manual REV 55, Sep 14, 2007
02−06−8 CSP 700−6
LIMITATIONS
MANEUVERING LOADS

1. MANEUVERING LOADS
A. Maneuvering Limit Load Factors
These load factors limit the permissible angles of bank in turns and the severity of pull-up and
push-over maneuvers:
• Slats / flaps retracted: −1.0 G to +2.5 G.
• Slats / flaps extended: 0.0 G to +2.0 G.

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
02−07−2 CSP 700−6
LIMITATIONS
SYSTEMS

1. SYSTEMS
A. Air-Conditioning and Pressurization
• Pack discharge temperatures during manual mode temperature control operations must
be kept between 5 °C and 60 °C.
• One pack must be selected off if pack control is in manual mode.
• The maximum relief differential pressure is 10.73 psi.
Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletin:
• SB 700−21−034, Modification − Pressurization Control − Cabin Altitude Reduction
During Flight for Improved Passenger Comfort.
The maximum relief differential pressure is 10.02 psi.

• The maximum negative relief differential pressure is −0.5 psi.

• During taxi and take-off, the pressure differential must not exceed 0.1 psi.
• During initial landing (at touchdown), the pressure differential must not exceed 1.0 psi.
• Auxiliary pressurization (AUX PRESS) system operations are prohibited at altitudes
greater than 41,000 feet.
• APU bleed extraction above 45 °C OAT for air-conditioning operation is prohibited.
• Use of the EMER DEPRESS switch above 15,000 feet is prohibited.
• During QFE operations, the LDG ELEV switch must be selected to the MAN position and
the LDG ELEV must be set to 0 feet.
B. Automatic Flight Control System

WARNING

If an engine failure occurs during a climb while in any ASEL vertical

FD mode, the FD/autopilot may not maintain the selected airspeed.
Further, the autothrottle may have already begun to command a
thrust reduction. Crew intervention may be required to ensure that
the aircraft maintains a safe operating speed. If an engine failure
occurs while any ASEL vertical flight director mode is active,
remaining in the ASEL mode is prohibited.
• Maximum altitude for flight with the yaw damper disengaged is 41,000 feet.

•Effectivity:
• Airplanes 9002 thru 9431 not incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software
Upgrade, Batch 3.
Use of FMS speed target information during Single Engine continued take-off or
go−around is prohibited. Manual (MAN) speed target information must be selected for
Single Engine (actual or simulated) continued take-off or go−around.

REV 107, Feb 22, 2021 Flight Crew Operating Manual Volume 1
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LIMITATIONS
SYSTEMS

1. SYSTEMS (CONT'D)
B. Automatic Flight Control System (Cont’d)

•Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software
Upgrade, Batch 3
or
• SB 700−31−034 Modification − Integrated Avionics Computer (IAC) System − Batch
3.3 Software Upgrade.
Use of FMS speed target information during Single Engine go−around is prohibited.
Manual (MAN) speed target information must be selected for Single Engine (actual or
simulated) go−around.

• The minimum autopilot engage height is 400 feet AGL.

• The minimum autopilot use height is:
− For a precision approach (Category I or II ILS) is 50 feet AGL;
− For a non-precision approach is 400 feet AGL; and
− For a non-precision approach with vertical path reference is 160 feet AGL.

JAA Certified Airplanes

• The minimum autopilot use height is:
− For a precision approach (Category I or II ILS) is 80 feet AGL;
− For a non-precision approach is 400 feet AGL; and
− For a non-precision approach with vertical path reference is 160 feet AGL.

• Use of the NAV guidance panel switch for approaches with VOR as a NAV source is
prohibited.
• Use of FLC mode with the speed bug above 0.85 Mach is prohibited.

NOTE
Large wind gradients, such as climbing or descending thru the
jet stream, may cause undesirable pitch and/or speed changes
in FLC. If this occurs it is recommended that another vertical
mode (PIT, VS) be selected.

Effectivity:
• Airplanes not incorporating Service Bulletin:
• SB 700−34−067: Modification − Navigation − Introduction of Bandpass Filter to the
Radio Altimeter to Prevent Interference from 5G Mobile Networks.
Due to the presence of 5G C−Band wireless broadband interference, when operating in the
contiguous U.S. airspace, the following operations are prohibited.
• Autopilot operation on approach below 1000 ft AGL
• Autothrottle operation on approach below 1000 ft AGL.

Volume 1 Flight Crew Operating Manual REV 117, Jul 25, 2023
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LIMITATIONS
SYSTEMS

1. SYSTEMS (CONT'D)
C. APU Generator
• The load limit on the APU generator is 40 kVA.
• For operations above 37,000 feet, if the APU generator is powering a bus, the associated
hydraulic pump must be selected off (1B − AC BUS 3; 2B − AC BUS 2; 3A − AC BUS 4;
3B − AC BUS 1).
D. Flight Spoilers
• Flight Spoilers must be retracted below 300 feet AGL.
• Use of MAX spoilers is prohibited except during emergency conditions or as required by
AFM procedures.
E. Radio Altimeter

Effectivity:
• Airplanes not incorporating Service Bulletin:
• SB 700−34−067: Modification − Navigation − Introduction of Bandpass Filter to the
Radio Altimeter to Prevent Interference from 5G Mobile Networks.
(Required by FAA AD 2023−10−02)
Radio Altimeter Flight Restrictions
Due to the presence of 5G C−Band wireless broadband interference, when operating in
the contiguous U.S. airspace, the following operations requiring radio altimeter are
prohibited:
• Instrument Landing System (ILS) Instrument Approach Procedures (IAP) SA CAT I,
SA CAT II, CAT II, and CAT III
• Automatic Landing operations
• Manual Flight Control Guidance System operations to landing/head−up display
(HUD) to touchdown operation
• Use of Enhanced Flight Vision System (EFVS) to touchdown under 14 CFR
91.176(a)

F. Stall Protection System

• Both stall protection pusher switches must remain on for the duration of the flight.
G. Thrust Reversers
• Thrust reversers must not be selected in flight. Positioning of thrust levers in the reverser
range while in flight is prohibited.
• The thrust reversers are intended for use during full stop landings. Touch-and-go
maneuvers after deployment of the thrust reversers is prohibited.
• Backing the airplane with the use of reverse thrust is prohibited.

REV 117, Jul 25, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 02−08−3
LIMITATIONS
SYSTEMS

1. SYSTEMS (CONT'D)
H. Wheel Brake Cooling Limitations
Brake and tire cooling times (established in accordance with the BD 700−1A10 Airplane Flight
Manual, Chapter 6; PERFORMANCE − TAKE-OFF PERFORMANCE − Maximum Allowable
Brake Temperature for Take-off) must be observed between a landing or a low-energy
rejected take-off (RTO) and a subsequent take-off, to ensure that sufficient brake energy is
available to bring the airplane to a complete stop, if the subsequent take-off is rejected.
Following an event (RTO or Landing) with functional BTMS indications, the recommended
brake cooling timing starts once the BTMS has peaked and is showing downtrend in
temperature. Thereafter, cool down wait times are no less than 15 minutes and derived
according to the relevant section of the AFM. For the purpose of brake cooling, the aircraft
shall be brought to a full stop and allowed to remain immobilized without further brake
application. Caution should be taken not to prolong taxi and further heat brakes with
additional applications any more than necessary before immobilizing the aircraft.

NOTE
− Ideally, during the wait time to cool the brakes the
aircraft is chocked instead of having parking brake set.
− The downtrend is required to know that the peak has
occurred and brakes are actually beginning to cool.

In the event that BTMS is not available then start of the cool down timing is at the crew’s
discretion after the aircraft has been immobilized in accordance with the above instruction.
Reasonable consideration must be given to the aircraft weight, environmental conditions and
the braking force used in the braking event that has occurred.
I. Traffic Alert And Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their Air Traffic Control (ATC) clearance in order to
comply with a TCAS resolution advisory (RA) command.
Maneuvers must not be based solely on information presented on the MFD traffic display.

JAA Certified Airplanes

The use of TCAS must comply with the appropriate national operational regulations.

J. Flight Controls − Flaps

Flight with slats / flaps extended at altitudes above 18,000 feet is prohibited.
K. Configuration Deviation List
If the airplane is to be operated with certain secondary airframe and/or any nacelle parts
missing, operation must be in accordance with the limitations specified in the basic Airplane
Flight Manual, and as amended by the Airplane Flight Manual, CONFIGURATION
DEVIATION LIST (APPENDIX 1).
L. Nose Wheel Steering System
• Towbarless towing is prohibited, unless the operation is performed in compliance with the
Airplane Maintenance Manual towbarless towing requirements.

Volume 1 Flight Crew Operating Manual REV 118, Nov 03, 2023
02−08−4 CSP 700−6
LIMITATIONS
SYSTEMS

1. SYSTEMS (CONT'D)
M. Enhanced Ground Proximity Warning System (EGPWS)
(1) SYSTEM LIMITATIONS
• The system must be operated in accordance with the latest edition of the Airplane
Flight Manual and the Honeywell (formerly Allied Signal) Enhanced Ground Proximity
Warning System Pilot’s Guide P/N 060−4241−0000 REV D or latest approved edition.
• During QFE operations with no GPS sensors available, the terrain awareness alerting
and display system must be inhibited by selecting the EGPWS TERRAIN switch to
OFF when the barometric altitude is corrected to the landing field elevation.
• The TERR switch must be selected OFF when within 15 Nm of an intended take-off
or landing airport not contained in the EGPWS database.
• The latest EGPWS terrain/obstacle database includes catalogued man−made
obstructions 100 feet high or greater within North America and portions of Europe,
Asia and the Caribbean. The database is not all inclusive and newer, smaller, or
unknown obstacles could be encountered.
• Airplane navigation must not be predicated upon the use of the terrain display.
(2) TERRAIN AVOIDANCE MANEUVERING
• The terrain display provides situational awareness only, and may not provide the
accuracy and / or fidelity upon which to solely base terrain avoidance maneuvering.
• When an Enhanced Ground Proximity Warning System alert, caution, or warning
occurs, a standard GPWS escape maneuver must be initiated. Only vertical
maneuvers are recommended, unless operating in visual meteorological conditions
(VMC) and / or the pilot determines, based upon all available information, that turning
in addition to the vertical escape maneuver is the safest course of action.
N. RAT Generator test
A RAT generator test must be accomplished in accordance with Chapter 4, NORMAL
PROCEDURES − AIRPLANE PREPARATION − Flight Compartment Originating Check −
RAT Generator Test.

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
N. AC / DC Power Centre Logic Check
An AC / DC power centre logic check must be accomplished in accordance with Chapter 4,
NORMAL PROCEDURES − ENGINE STARTING − After Starting Engines − AC/DC Power
Centre Logic Test.

REV 117, Jul 25, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 02−08−5
LIMITATIONS
SYSTEMS

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 114, Aug 16, 2022
02−08−6 CSP 700−6
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS
A. Flight Management System

NOTE
Refer to Approval Status section for additional limitations
pertaining to specific navigation capabilities related to FMS
navigation modes and sensors.

• The FMS must be operated in accordance with the latest version of the following:
− Airplane Flight Manual, and
− Batch 3: Honeywell Flight Management System (FMS) Pilot’s Guide (publication
number D201203000019−000), or
− Batch 3.3: Honeywell Flight Management System (FMS) Pilot’s Guide
(publication number D201203000019−R004).
• If a difference exists between the AFM and the Honeywell FMS Pilot’s Guide, the AFM
shall take precedence.
• The FMS is approved for use with software program version NZ6.1 as displayed on
the FMS CDU “NAV IDENT” page 1/1.
• FMS IFR enroute and terminal navigation is prohibited unless the navigation database
is verified to incorporate the current update cycle or the pilot verifies waypoints for
accuracy by reference to current publications.
• Changes to RNP default values on the “RNP SETTINGS” page are prohibited while
conducting RNP operations.
• The use of DME/DME, VOR/DME or DR navigation mode is prohibited while
conducting RNP operations.
• The FMS must not be used as a navigation source unless it is receiving suitable
navigation information from the following:
− One VOR /DME, or
− Two DMEs, or
− One IRS
• The aircraft must have other approved navigation equipment, appropriate to the route,
installed and operating.
• GPS updating is not approved when other navigation sensors are deselected,
inoperative or in any other way not providing accurate navigation data to the FMS.

REV 89, Jul 29, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−09−1
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

− In accordance with AMC 20−27, ICAO PBN Volume II Part C, Chapter 5 and
AC 90−105 the FMS has been demonstrated capable of primary navigation
in RNP APCH/ RNP Approach Operations provided that two FMSs are
receiving information from at least one GNSSU and operating in GPS
navigation mode prior to initiating an RNP procedure.

NOTE
Refer to the Flight Crew Operating Manual,
Volume 1, Chapter 8, SPECIAL OPERATIONS −
RNP Operating Procedures for Batch 3 Aircraft.
− VNAV
− In accordance with the criteria of AC20−129 and AMC20−27 the FMS has
been demonstrated to meet the criteria for VFR/IFR enroute, terminal, and
approach VNAV operations.
− In accordance with RAC 9.17.1 of Transport Canada Publication (TP) 14371
− Aeronautical Information Manual the VNAV meets the requirements for
Temperature Compensation.

Effectivity:
• Airplanes 9245 and subsequent, and airplanes 9002 thru 9244 incorporating Service
Bulletin:
• Service Bulletin 700−31−031 Modification − Integrated Avionics Computer (IAC)
System − IAC−009 Software Upgrade.
(1) GENERAL

NOTE
Refer to Approval Status section for additional limitations
pertaining to specific navigation capabilities related to FMS
navigation modes and sensors.

REV 94, Sep 18, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 02−09−5
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

Effectivity:
• Airplanes 9125 and subsequent, and airplanes 9002, 9004 thru 9124
incorporating Service Bulletin:
• SB 700−34−025 Modification − Introduction of Flight Management system
(FMS) Control Display Unit (CDU) −820 (Part No. 2888−03−1 or
2888−09−1).
Honeywell Flight Management System FMZ Pilot’s Operating Manual for the
CD−820, publication number A28−1146−149−00, dated May 2000 or latest
applicable revision.

• If a difference exists between the AFM and the Honeywell FMS Pilot’s Operating
Manual, the AFM shall take precedence.
• The FMS is approved for use with software program version NZ5.8 as displayed on
the FMS CDU “NAV IDENT” page 1/1.
• FMS IFR enroute and terminal navigation is prohibited unless the navigation database
is verified to incorporate the current update cycle or the pilot verifies waypoints for
accuracy by reference to current publications.
• The FMS must not be used as a navigation source unless it is receiving suitable
navigation information from the following:
− One VOR /DME, or
− Two DMEs, or
− One IRS.
• The aircraft must have other approved navigation equipment, appropriate to the route,
installed and operating.
• GPS updating is not approved when other navigation sensors are deselected,
inoperative or in any other way not providing accurate navigation data to the FMS.
• GPS is required for takeoff in precision RNAV airspace and when executing a RNAV
Departure Procedure.
• If equipped with Laseref III, Precision RNAV operations with only IRS position for
more than seven (7) minutes is prohibited.
• If equipped with Laseref IV, Precision RNAV operations with only IRS position for
more than twenty (20) minutes is prohibited.
(2) PERFORMANCE
• Use of NBAA fuel reserve on PERFORMANCE INIT 3/5 is prohibited.
• FMS fuel and range management information is advisory only.
(3) DEPARTURE, ARRIVAL AND APPROACH
• The use of the flight director with LNAV as the active lateral mode is required for
RNAV 1 procedures (Departure Procedures and STARs).

Volume 1 Flight Crew Operating Manual REV 89, Jul 29, 2016
02−09−6 CSP 700−6
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

• The FMS, with inputs from a GNSSU, may only be used for approach guidance if the
reference coordinate data system for the instrument approach is WGS−84 or
NAD−83.
− GPS sensors must be deselected when on approach in airspace not referenced
to WGS−84 or NAD−83.
• Capture and tracking of DME arcs outside of the published end points of an approved
IFR procedure is prohibited.
• FMS approach navigation is prohibited unless the navigation database is verified to
incorporate the current update cycle.
• FMS approaches must be accomplished in accordance with instrument approach
procedures that are retrieved from the FMS navigation database. The pilot must verify
approach waypoints for accuracy by reference to current publications.
• FMS as a primary navigation source beyond the FAF is prohibited unless APP is
annunciated on the PFD.
• FMS as a primary navigation source beyond the FAF is prohibited for ILS, LOC,
LOC−BC, LDA, SDF, MLS and IGS approaches.
• The flight plans on the paired FMSs must be identical when conducting FMS
approaches.
(4) VNAV
• The use of VNAV temperature compensation in the “HOT & COLD” mode is
prohibited.
• Use of VNAV vertical guidance is prohibited when the barometric altitude is corrected
to the landing field elevation (QFE operation).
• Use of VNAV vertical guidance while providing own navigation direct to a final
approach fix (FAF) must only be accomplished using the DIRECT−TO INTERCEPT
function. This will ensure appropriate FMS vertical navigation guidance for the entire
VNAV approach.

NOTE
When programming the NZ 5.x versions of the Honeywell
FMS using the intercept function, if the aircraft is on the
FROM side of the intercept leg when it becomes active, the
leg may sequence early, deleting the programmed intercept.
Prior to intercepting the final approach course into FAF, the
pilot must verify the FAF is the TO waypoint with the proper
course inbound displayed.
(5) APPROVAL STATUS
• The following approvals do not constitute operational approval. Some operations
require additional crew qualification, communication and surveillance equipage in
order to obtain operation approval from regulatory authorities.

REV 89, Jul 29, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−09−7
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

A. Flight Management System (Cont’d)

(3) DEPARTURE, ARRIVAL AND APPROACH

• The use of the flight director with LNAV as the active lateral mode is required for
RNAV 1 procedures (Departure Procedures and STARs).
• The FMS, with inputs from the GNSSU, may only be used for approach guidance if
the reference coordinate data system for the instrument approach is WGS−84 or
NAD−83.
− GPS sensors must be deselected when on approach in airspace not referenced
to WGS−84 or NAD−83.
• Capture and tracking of DME arcs outside of the published end points of an approved
IFR procedure is prohibited.
• FMS approach navigation is prohibited unless the navigation database is verified to
incorporate the current update cycle.
• FMS approaches must be accomplished in accordance with instrument approach
procedures that are retrieved from the FMS navigation database. The pilot must verify
approach waypoints for accuracy by reference to current publications.
• FMS as a primary navigation source beyond the FAF is prohibited unless APP is
annunciated on the PFD.
• FMS as a primary navigation source beyond the FAF is prohibited for ILS, LOC,
LOC−BC, LDA, SDF, MLS and IGS approaches.
• The flight plans on the paired FMSs must be identical when conducting FMS
approaches.
(4) VNAV
• The use of VNAV temperature compensation in the “HOT & COLD” mode is
prohibited.
• Use of VNAV vertical guidance is prohibited when the barometric altitude is corrected
to the landing field elevation (QFE operation).
• Use of VNAV vertical guidance while providing own navigation direct to a final
approach fix (FAF) must only be accomplished using the DIRECT−TO INTERCEPT
function. This will ensure appropriate FMS vertical navigation guidance for the entire
VNAV approach.

REV 89, Jul 29, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−09−11
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

(5) APPROVAL STATUS

• The following approvals do not constitute operational approval. Some operations
require additional crew qualification, communication and surveillance equipage in
order to obtain operation approval from regulatory authorities.
The FMS has been demonstrated capable of, and has been shown to meet the
requirements of Technical Standard Order TSO−C115a. The GNSSU has been
demonstrated capable of, and has been shown to meet the requirements of Technical
Standard Order TSO−C129a (Class C1).
When the FMS is receiving appropriate navigation signals, it meets the navigation
specifications for the following operations:
− GPS Enroute, Terminal and Approach Navigation
− Use of the FMS with the GPS is approved for supplemental means of
navigation source for enroute and terminal operations. GPS−only
approaches are approved.
− NAT MNPS
− Providing two FMS installations are operating with each receiving
information from at least two inertial reference systems, the FMS has been
demonstrated capable of flight into NAT MNPS airspace and has been
shown to meet the accuracy specification in accordance with AC 120−33 or
AC 91−49.
− RNP−10
− The FMS installation with the IRS has been demonstrated to meet the
criteria of FAA Order 8400.12A “Required Navigation Performance 10
(RNP−10) Operational Approval” as a primary means of navigation for flight
up 6.2 hours in duration without updating. The determination of flight
duration starts when the system is placed in the navigation mode.
− The FMS with GPS with RAIM has been demonstrated to meet the criteria
of FAA Order 8400.12A “Required Navigation Performance 10 (RNP−10)
Operational Approval”. When two GNSSUs (supplemental) are installed in
addition to two IRSs (primary), the FMS maybe used as a means of
navigation for flights without time limitations.
− BRNAV/ RNP−5
− The FMS installation meets the requirements of RNP−5 in accordance with
AC 90−96, Approval of U.S. Operators and Aircraft to Operate under
Instrument Flight Rules (IFR) in European Airspace Designated for Basic
Area Navigation (BRNAV / RNP−5) and JAA Temporary Guidance Leaflet
No. 2, rev. 1, AMJ20X2, JAA Guidance Material on Airworthiness Approval
and Operational Criteria for the use of Navigation Systems in European
Airspace Designated for Basic RNAV Operations. In addition, the FMS
installation has received airworthiness approval in accordance with Advisory
Circular AC 20−130A.

Volume 1 Flight Crew Operating Manual REV 89, Jul 29, 2016
02−09−12 CSP 700−6
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

A. Flight Management System (Cont’d)

− RNAV 2/ RNAV 1/ Precision RNAV

− The FMS installation meets the airworthiness certification requirements of
JAA Temporary Guidance Leaflet No. 10, Airworthiness and Operational
Approval for Precision RNAV Operations in Designated European Airspace:
− When in Precision RNAV Operations, pilot is to monitor lateral
deviation indicator on MFD. The maximum value of lateral deviation
permitted on the digital deviation display on the MFD in MAP mode is
+/− 0.5 nm cross track error.
− Compliance with AC 90−100A U.S. Terminal Enroute Area Navigation
(RNAV) Operations:
− The FMS installation meets the requirements of AC 90−100A, U.S.
Terminal and Enroute Area Navigation (RNAV) Operations, RNAV 1
and RNAV 2 Operations, in the following navigation modes:
− GPS; or
− DME/DME, conditional on pilot entry of NOTAM navaids on FMS
NOTAM page.
− When in U.S. Terminal and Enroute RNAV Operations, pilot is to
monitor lateral deviation indicator on MFD. The maximum value of
lateral deviation permitted on the digital deviation display on the MFD in
MAP mode is +/− 0.5 nm cross track error for RNAV 1 and +/− 1.0 nm
cross track error for RNAV 2.
− VNAV
− The VNAV vertical guidance has been demonstrated capable of and has
been shown to meet the accuracy requirements of VFR/IFR enroute,
terminal and approach VNAV operations in accordance with the criteria of
AC20−129.
− VNAV Temperature Compensation meets the requirements of RAC 9.17.1
of Transport Canada Publication (TP) 14371 − Aeronautical Information
Manual.

B. Standby Instrument

On airplanes 9159 and subsequent:

• Use of the integrated standby instrument localizer display for LOC BC approaches is
prohibited.

REV 89, Jul 29, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 02−09−13
LIMITATIONS
NAVIGATION SYSTEMS

1. NAVIGATION SYSTEMS (CONT'D)

C. Mode S Transponder Systems for Enhanced Surveillance

Effectivity:
• Airplane 9169 and subsequent and airplanes incorporating Service Bulletin:
• SB 700−34−039, Air Traffic Control (ATC) Transponder System − Mode S Transponder
to Meet Eurocontrol Enhanced Surveillance Requirements..
• The installed Mode S system satisfies the data requirements of ICAO Doc 7030/4,
Regional Supplementary Procedures for SSR Mode S Enhanced Surveillance in
designated European airspace. The capacity to transmit data parameters is shown in
column 2:

Parameter Available
Magnetic Heading Yes
Indicated Airspeed Yes
Mach Number Yes
Vertical Rate Yes
Roll Angle Yes
Track Angle Rate Yes
True Track Angle Yes
Groundspeed Yes
Selected Altitude Yes
Barometric Pressure Setting Yes

Volume 1 Flight Crew Operating Manual REV 89, Jul 29, 2016
02−09−14 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS

A. Green Airplanes 9005 thru 9010 not Incorporating Service Bulletin 700−24−045
• The following EMS CDU circuit breakers must be confirmed selected OUT/LOCKED for all
phases of flight:

NOTE
All thermal circuit breakers will be displayed OUT on EMS CDU and
all SSPC’s be displayed LOCKED.

AIR−COND / PRESS SYSTEM Page 2

GALLEY FAN HUMIDIFIER

<SB 70021−001>
AIR−COND / PRESS SYSTEM Page 3

L PACK DUCT HEAT

AIR−COND / PRESS SYSTEM Page 5

R PACK DUCT HEAT TOILET FAN

AIR−COND / PRESS SYSTEM Page 6

TRU BAY FAN TRU BAY FAN CTL

CAIMS SYSTEM Page 1

*CAIMS PMAT LAPTOP CKPT PRINTER

*CAIMS PMAT LAPTOP c/b can be set to IN / OUT as required.

COMM SYSTEM Page 1

AIRFONE REPEATER AIRFONE SYSTEM

<SB 700−23−003> <SB 700−23−003>
COMM SYSTEM Page 2

DATALINK <SB 700−23−005> AUDIO PANEL 3A AUDIO PANEL 3B

(If panel not installed) (If panel not installed)
COMM SYSTEM Page 3

PASSENGER ADDRESS

COMM SYSTEM Page 4

SATCOM AMP CTLR SATCOM DATA UNIT SATCOM FREQ UNIT

<SB 700−23−001> <SB 700−23−001> <SB 700−23−001>
COMM SYSTEM Page 5

VHF COM 3
<SB 700−23−002>

REV 61, Jul 10, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−1
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

A. Green Airplanes 9005 thru 9010 not Incorporating Service Bulletin 700−24−045 (Cont’d)
ELEC SYSTEM Page 3

APU BATT HEAT

ELEC SYSTEM Page 4

AV BATT HEAT
(Only for battery
GL511−2201−1)
ELEC SYSTEM Page 9

EMS CDU 1/2 PWR D

ELEC SYSTEM Page 12

RAT ACT HTR

FUEL SYSTEM Page 4

L RECIRC SOV 1C L RECIRC SOV 1O L RECIRC SOV 2C L RECIRC SOV 2O

FUEL SYSTEM Page 5

L RECIRC SOV 3C L RECIRC SOV 3O

FUEL SYSTEM Page 6

R RECIRC SOV 1C R RECIRC SOV 1O R RECIRC SOV 2C R RECIRC 2O

L RECIRC SOV 3O

FUEL SYSTEM Page 7

R RECIRC SOV 3O

IND/RECORD SYSTEM Page 2

CLOCK BACKUP
(Airplanes 9002−9139
Post SB 700−31−012)

LIGHTS SYSTEM Page 4

NO SMOKING SIGN

LIGHTS SYSTEM Page 6

SEAT BELTS SIGN

NAV SYSTEM Page 2

FMS 3 <SB 700−34−004> GPS 2 <SB 700−34−005> HUD <SB 700−34−002> HUD CTL PNL
<SB 700−34−002>
NAV SYSTEM Page 4

LIGHTNING SENSOR
<SB 700−34−003>
NAV SYSTEM Page 6

VOR / ILS 3

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−2 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

A. Green Airplanes 9005 thru 9010 not Incorporating Service Bulletin 700−24−045 (Cont’d)
< >indicates that circuit breaker limitation applies on airplanes not incorporating the
referenced Service Bulletin (i.e.,<SB 700xxx−xxx>).
On airplanes incorporating SB 700−34−022, the STBY ADI circuit breaker (SSPC type) must
be confirmed selected OUT for all phases of flight.

B. Green Airplanes 9002, 9011 thru 9051 not Incorporating Service Bulletin 700−24−045
• The following EMS CDU circuit breakers must be confirmed selected OUT/LOCKED for all
phases of flight:

NOTE
All thermal circuit breakers will be displayed OUT on EMS CDU and
all SSPC’s be displayed LOCKED.

AIR−COND / PRESS SYSTEM Page 2

GALLEY FAN

AIR−COND / PRESS SYSTEM Page 3

L PACK DUCT HEAT

AIR−COND / PRESS SYSTEM Page 5

R PACK DUCT HEAT TOILET FAN

AIR−COND / PRESS SYSTEM Page 6

TRU BAY FAN TRU BAY FAN CTL

CAIMS SYSTEM Page 1

*CAIMS PMAT LAPTOP CKPT PRINTER

*CAIMS PMAT LAPTOP c/b can be set to IN / OUT as required.

COMM SYSTEM Page 1

AIRFONE REPEATER AIRFONE SYSTEM

<SB 700−23−003> <SB 700−23−003>
COMM SYSTEM Page 2

DATALINK <SB 700−23−005> AUDIO PANEL 3A AUDIO PANEL 3B

(If panel not installed) (If panel not installed)
COMM SYSTEM Page 3

PASSENGER ADDRESS

COMM SYSTEM Page 4

SATCOM AMP SATCOM ANT CTLR SATCOM DATA UNIT SATCOM FREQ UNIT
<SB 700−23−001> <SB 700−23−001> <SB 700−23−001> <SB 700−23−001>
COMM SYSTEM Page 5

VHF COM 3
<SB 700−23−002>

REV 61, Jul 10, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−3
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

B. Green Airplanes 9002, 9011 thru 9051 not Incorporating Service Bulletin 700−24−045
(Cont’d)
ELEC SYSTEM Page 3

APU BATT HEAT

ELEC SYSTEM Page 4

AV BATT HEAT
(Only for battery
GL511−2201−1)
ELEC SYSTEM Page 9

EMS CDU 1/2 PWR D

FUEL SYSTEM Page 4

L RECIRC SOV 1C L RECIRC SOV 1O L RECIRC SOV 2C L RECIRC SOV 2O

FUEL SYSTEM Page 5

L RECIRC SOV 3C L RECIRC SOV 3O

FUEL SYSTEM Page 6

R RECIRC SOV 1C R RECIRC SOV 1O R RECIRC SOV 2C R RECIRC 2O

R RECIRC SOV 3C

FUEL SYSTEM Page 7

R RECIRC SOV 3O R/D PANEL COCKPIT

IND/RECORD SYSTEM Page 2

CLOCK BACKUP
(Airplanes 9002−9139
Post SB 700−31−012)

LIGHTS SYSTEM Page 3

LOGO LIGHTS NO SMOKING SIGN SEAT BELTS SIGN

NAV SYSTEM Page 2

FMS 3 CDU GPS 2 <SB 700−34−005> HUD <SB 700−34−002> HUD CTL PNL
<SB 700−34−004> <SB 700−34−002>
NAV SYSTEM Page 4

LIGHTNING SENSOR
<SB 700−34−003>
NAV SYSTEM Page 6

VOR / ILS 3

< > circuit breaker limitation applies on airplanes not incorporating the referenced Service
Bulletin (i.e.,<SB 700xxx−xxx>).
On airplanes incorporating SB 700−34−022, the STBY ADI circuit breaker (SSPC type) must
be confirmed selected OUT for all phases of flight.

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−4 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

C. Green Airplanes 9003, 9004 and 9052 thru 9126 not Incorporating Service Bulletin
700−24−045
• The following EMS CDU circuit breakers must be confirmed selected OUT/LOCKED for all
phases of flight:

NOTE
All thermal circuit breakers will be displayed OUT on EMS CDU and
all SSPC’s be displayed LOCKED.

AIR−COND / PRESS SYSTEM Page 2

GALLEY FAN HUMIDIFIER

<SB 700−21−001>
AIR−COND / PRESS SYSTEM Page 3

L PACK DUCT HEAT

AIR−COND / PRESS SYSTEM Page 5

R PACK DUCT HEAT TOILET FAN

AIR−COND / PRESS SYSTEM Page 6

TRU BAY FAN TRU BAY FAN CTL

CAIMS SYSTEM Page 1

*CAIMS PMAT LAPTOP CKPT PRINTER

*CAIMS PMAT LAPTOP c/b can be set to IN / OUT as required.

COMM SYSTEM Page 1

AIRFONE REPEATER AIRFONE SYSTEM

<SB 700−23−003> <SB 700−23−003>
COMM SYSTEM Page 2

DATALINK <SB 700−23−005>

COMM SYSTEM Page 3

PASSENGER ADDRESS

COMM SYSTEM Page 4

SATCOM AMP SATCOM ANT CTLR SATCOM DATA UNIT SATCOM FREQ UNIT
<SB 700−23−001> <SB 700−23−001> <SB 700−23−001> <SB 700−23−001>
COMM SYSTEM Page 5

VHF COM 3
<SB 700−23−002>

REV 61, Jul 10, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−5
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

C. Green Airplanes 9003, 9004 and 9052 thru 9126 not Incorporating Service Bulletin
700−24−045 (Cont’d)
ELEC SYSTEM Page 3

APU BATT HEAT

ELEC SYSTEM Page 4

AV BATT HEAT
(Only for battery
GL511−2201−1)
ELEC SYSTEM Page 9

EMS CDU 1/2 PWR D

FUEL SYSTEM Page 4

L RECIRC SOV 1C L RECIRC SOV 1O L RECIRC SOV 2C L RECIRC SOV 2O

FUEL SYSTEM Page 5

L RECIRC SOV 3C L RECIRC SOV 3O

FUEL SYSTEM Page 6

R RECIRC SOV 1C R RECIRC SOV 1O R RECIRC SOV 2C R RECIRC 2O

R RECIRC SOV 3C

FUEL SYSTEM Page 7

R RECIRC SOV 3O R/D PANEL COCKPIT

IND/RECORD SYSTEM Page 2

CLOCK BACKUP
(Airplanes 9002−9139
Post SB 700−31−012 and
airplanes 9140 and subs)

LIGHTS SYSTEM Page 4

LOGO LIGHTS NO SMOKING SIGN

<SB 700−33−001>
LIGHTS SYSTEM Page 6

SEAT BELTS SIGN

NAV SYSTEM Page 2

FMS 3 CDU GPS 2 <SB 700−34−005> HUD <SB 700−34−002> HUD CTL PNL
<SB 700−34−004> <SB 700−34−002>
NAV SYSTEM Page 4

LIGHTNING SENSOR
<SB 700−34−003>
NAV SYSTEM Page 6

VOR / ILS 3

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−6 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

C. Green Airplanes 9003, 9004 and 9052 thru 9126 not Incorporating Service Bulletin
700−24−045 (Cont’d)
< > circuit breaker limitation applies on airplanes not incorporating the referenced Service
Bulletin (i.e.,<SB 700xxx−xxx>).
On airplanes 9105 and subsequent and airplanes incorporating SB 700−34−022, the STBY
ADI circuit breaker (SSPC type) must be confirmed selected OUT for all phases of flight.
D. Green Airplanes 9127 and Subsequent and Airplanes Incorporating SB 700−24−045
Without Build 6.0 Upgrade
• The following EMS CDU circuit breakers must be confirmed selected OUT/LOCKED for all
phases of flight:

NOTE
All thermal circuit breakers will be displayed OUT on EMS CDU and
all SSPC’s be displayed LOCKED.

AIR−COND / PRESS SYSTEM Page 1

GALLEY FAN

AIR−COND / PRESS SYSTEM Page 2

HUMIDIFIER
<SB 700−21−001>
AIR−COND / PRESS SYSTEM Page 3

L PACK DUCT HEAT

AIR−COND / PRESS SYSTEM Page 5

R PACK DUCT HEAT TOILET FAN TRU BAY FAN TRU BAY FAN CTL

CAIMS SYSTEM Page 1

*CAIMS PMAT LAPTOP CKPT PRINTER

*CAIMS PMAT LAPTOP c/b can be set to IN / OUT as required.

REV 61, Jul 10, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−7
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

D. Green Airplanes 9127 and Subsequent and Airplanes Incorporating SB 700−24−045
Without Build 6.0 Upgrade (Cont’d)
COMM SYSTEM Page 1

AIRFONE REPEATER AIRFONE SYSTEM

<SB 700−23−003> <SB 700−23−003>
COMM SYSTEM Page 2

BATT CABIN FEED DATALINK <SB 700−23−005> AUDIO PANEL 3A AUDIO PANEL 3B
(Airplanes 9141−9142 only) (Airplanes 9141−9142 only)
ELT / NAV INTERFACE
(Airplanes 9141−9142 only)
COMM SYSTEM Page 4

SATCOM AMP SATCOM ANT CTLR SATCOM DATA UNIT SATCOM HPA FAN
<SB 700−23−001> <SB 700−23−001> <SB 700−23−001> <SB 700−23−001>
SATCOM FREQ UNIT
<SB 700−23−001>
COMM SYSTEM Page 5

VHF COM 3
<SB 700−23−002>

ELEC SYSTEM Page 1

AC 1 CABIN FEED AC 2 CABIN FEED AC 3 CABIN FEED AC 4 CABIN FEED

ELEC SYSTEM Page 3

APU BATT HEAT

ELEC SYSTEM Page 4

AV BATT HEAT
(Only for battery
GL511−2201−1)
ELEC SYSTEM Page 5

DC 1 CABIN FEED DC 2 CABIN FEED 1

ELEC SYSTEM Page 6

DC 2 CABIN FEED 2 DC 2 CABIN FEED 3 DC 2 CABIN FEED 4

FLIGHT CONTROLS SYSTEM Page 1

MACH TRANSDUCER
(Airplanes 9158 and subs)

FUEL SYSTEM Page 5

R/D PANEL COCKPIT

IND/RECORD SYSTEM Page 2

CLOCK BACKUP
(Airplanes 9002−9139
Post SB 700−31−012 and
airplanes 9140 and subs)

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−8 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

D. Green Airplanes 9127 and Subsequent and Airplanes Incorporating SB 700−24−045
Without Build 6.0 Upgrade (Cont’d)
LIGHTS SYSTEM Page 3

L LOGO LT
<SB 700−33−001>
LIGHTS SYSTEM Page 4

NO SMOKING SIGN

LIGHTS SYSTEM Page 6

R LOGO LT SEAT BELTS SIGN

<SB 700−33−001>
LIGHTS SYSTEM Page 7

WING INSPECT LTS WING INSPECT LTS

(SPDA 3 for a/c 9002−9126) (SPDA 4 for a/c 9127 and
subs)

NAV SYSTEM Page 2

FMS 3 CDU GPS 2 <SB 700−34−005> HUD

(Airplanes 9002−9269 Pre <SB 700−34−002> and
SB 700−34−004) <SB 700−34−032>
NAV SYSTEM Page 4

LIGHTNING SENSOR
<SB 700−34−003> and
<SB 700−34−030>
NAV SYSTEM Page 5

STBY ALT/ASI
(Airplanes 9158 and subs)
NAV SYSTEM Page 6

VOR / ILS 3

OIL SYSTEM Page 1

*OIL TANK PROBE

(Post SB 700−79−005 and Pre
Build 6)

*Before Build 6.0 Upgrade and Post SB 700−79−005, the oil tank probe is powered from the MAP LTS c/b on the BATT bus
and the unused OIL TANK PROBE c/b on DC 2 bus is set to LOCKED.

< > circuit breaker limitation applies on airplanes not incorporating the referenced Service
Bulletin (i.e.,<SB 700xxx−xxx>).
STBY ADI c/b (SSPC type): On airplanes 9105 and subsequent and airplanes incorporating
SB 700−34−022, the STBY ADI circuit breaker (SSPC type) must be confirmed selected OUT
for all phases of flight.
For DCPC P/N GL512−3101−15, the DC 1 CABIN FEED 2 circuit breaker must be confirmed
selected OUT for all phases of flight.

NOTE
Circuit breaker page number location may vary slightly because of
optional equipment and software build.

REV 65, May 26, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−9
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

E. Green Airplanes With Build 6.0 Upgrade

NOTE
Build 6.0 airplanes are airplanes 9170 and subsequent and
airplanes 9149−9169 with SB 700−24−061 incorporated, and
airplanes 9002−9148 with SBs 700−24−062 and 700−24−063
incorporated.

• The following EMS CDU circuit breakers must be confirmed selected OUT/LOCKED for all
phases of flight:

NOTE
All thermal circuit breakers will be displayed OUT on EMS CDU and
all SSPC’s be displayed LOCKED.

AIR−COND / PRESS SYSTEM Page 1

AV RACK FAN

AIR−COND / PRESS SYSTEM Page 2

GALLEY FAN HUMIDIFIER

AIR−COND / PRESS SYSTEM Page 5

TOILET FAN TRU BAY FAN TRU BAY FAN CTL

CAIMS SYSTEM Page 1

*CAIMS PMAT LAPTOP CKPT PRINTER

*CAIMS PMAT LAPTOP c/b can be set to IN / OUT as required.

COMM SYSTEM Page 1

AIRFONE REPEATER AIRFONE SYSTEM

<SB 700−23−003> <SB 700−23−003>
COMM SYSTEM Page 2

DATALINK <SB 700−23−005> BATT CABIN FEED

COMM SYSTEM Page 4

SATCOM ANT CTLR SATCOM DATA UNIT SATCOM FREQ UNIT SATCOM AMP
<SB 700−23−001> <SB 700−23−001> <SB 700−23−001> <SB 700−23−001>
SATCOM HPA FAN
<SB 700−23−001>
COMM SYSTEM Page 5

VHF COMM 3
<SB 700−23−002>

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−10 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

E. Green Airplanes With Build 6.0 Upgrade (Cont’d)
ELEC SYSTEM Page 1

AC 1 CABIN FEED AC 2 CABIN FEED AC 2 CABIN FEED 2 AC 2 CABIN FEED 3

AC 2 CABIN FEED 4 AC 3 CABIN FEED

ELEC SYSTEM Page 2

AC 3 CABIN FEED 2 AC 4 CABIN FEED

ELEC SYSTEM Page 4

APU BATT HEAT

ELEC SYSTEM Page 5

AV BATT HEAT
(Only for battery
GL511−2201−1)
ELEC SYSTEM Page 6

DC 1 CABIN FEED DC 1 CABIN FEED 2 DC 2 CABIN FEED 1 DC 2 CABIN FEED 2

ELEC SYSTEM Page 7

DC 2 CABIN FEED 3 DC 2 CABIN FEED 4

FLIGHT CONTROLS SYSTEM Page 1

MACH TRANSDUCER
(Airplanes 9158 and subs)

FUEL SYSTEM Page 5

R/D PANEL COCKPIT

ICE SYSTEM Page 1

EVS HEAT CTRL EVS FAIRING HEAT EVS WINDOW HEAT

IND/RECORD SYSTEM Page 2

CLOCK BACKUP
(Airplanes 9002−9139
Post SB 700−31−012 and
airplanes 9140 and subs)

REV 61, Jul 10, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−11
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

E. Green Airplanes With Build 6.0 Upgrade (Cont’d)
LIGHTS SYSTEM Page 3

L LOGO LT
<SB 700−33−001>
LIGHTS SYSTEM Page 4

NO SMOKING SIGN

LIGHTS SYSTEM Page 5

OXYGEN LTS

LIGHTS SYSTEM Page 6

R LOGO LT
<SB 700−33−001>
LIGHTS SYSTEM Page 7

SEAT BELTS SIGN

LIGHTS SYSTEM Page 8

WING TIP LTS

NAV SYSTEM Page 1

EVS
<SB 700−34−033> and
<SB 700−34−037>
NAV SYSTEM Page 2

FMS 3 CDU HUD

(Airplanes 9002−9269 <SB 700−34−032> and
Pre SB 700−34−004) <SB 700−34−002>
NAV SYSTEM Page 4

LIGHTNING SENSOR
<SB 700−34−003> and
<SB 700−34−030>
NAV SYSTEM Page 5

STBY ALT/ASI
(Airplanes 9158 and subs)
NAV SYSTEM Page 6

VOR/ILS 3

C/Bs on ASCA collared out and not displayed on EMS CDU

WATER SYSTEM WATER FILL / QTY

(A7) (A9)

< >indicates that circuit breaker limitation applies on airplanes not incorporating the
referenced Service Bulletin (i.e.,<SB 700xxx−xxx>).

NOTE
Circuit breaker page number location may vary slightly because of
optional equipment and software build.

Volume 1 Flight Crew Operating Manual REV 61, Jul 10, 2009
02−10−12 CSP 700−6
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

Airplanes 9002 and subsequent incorporating IS700−24−0001 EMS CDU − Disabling

Unused Thermal Circuit Breaker
F. Disabled Circuits with INOP Label and Their Thermal Circuit Breakers Pushed in
Showing IN on the EMS CDU CIRCUIT BREAKER − STATUS Page

NOTE
Airplanes incorporating SB’s and/or STC’s that require the
disconnected power circuit and the associated circuit breaker
listed herein to be operative, the INOP label covering the legend
does not apply and will not be installed.

For the ACPC,

CIRCUIT BREAKER NAME LOCATION
AC1 CABIN FEED B5
AC2 CABIN FEED B8
AC2 CABIN FEED 2 A13
AC2 CABIN FEED 3 A15
AC2 CABIN FEED 4 C7
AC3 CABIN FEED B3
AC3 CABIN FEED 2 B4
AC4 CABIN FEED B1
APU BATT HEAT A1
SATCOM AMP A14
For the ASCA,
CIRCUIT BREAKER NAME LOCATION
R/D PANEL COCKPIT A2
For the CCBP,
CIRCUIT BREAKER NAME LOCATION
EVS FAIRING HEAT G3
EVS WINDOW HEAT H5
SATCOM FREQ UNIT H12
TRU BAY FAN G12
For the DCPC,

REV 65, May 26, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 02−10−13
LIMITATIONS
ELECTRICAL MANAGEMENT SYSTEM

1. CIRCUIT BREAKERS FOR DISABLED SYSTEMS (CONT'D)

F. Disabled Circuits with INOP Label and Their Thermal Circuit Breakers Pushed in
Showing IN on the EMS CDU CIRCUIT BREAKER − STATUS Page (Cont’d)
CIRCUIT BREAKER NAME LOCATION
CLOCK BACKUP B4
*DC 1 CABIN FEED 2 DC 1 CABIN FEED 2
(50 A)
* DCPC stud cover installation KGC991−1415−1 must be incorporated.

2. EMS CDU SWITCH CONTROL PAGE SETTINGS

A. Green Airplanes 9005 and Subsequent
Selections on the EMS SWITCH CONTROL page must be as follows for all phases of flight.
SWITCH CONTROL Page 1
STALL WARN ADVANCE ................. NORM SLAT / FLAP RESET ............................ OFF
LEFT FOOTWARMER ............................ON RIGHT FOOTWARMER ..........................ON
HUMIDIFIER <SB 700−21−001> .......... OFF
SWITCH CONTROL Page 2
AC 1 CABIN PWR ................................. OFF AC 2 CABIN PWR ................................. OFF
AC 3 CABIN PWR ................................. OFF AC 4 CABIN PWR ................................. OFF
SWITCH CONTROL Page 3
DC 1 CABIN PWR ................................. OFF DC 2 CABIN PWR 1 .............................. OFF
DC 2 CABIN PWR 2 .............................. OFF DC 2 CABIN PWR 3 .............................. OFF
< > switch position limitation applies on airplanes not incorporating the referenced Service
Bulletin (i.e.,<SB 700xxx−xxx>).

Volume 1 Flight Crew Operating Manual REV 65, May 26, 2010
02−10−14 CSP 700−6
EMERGENCY PROCEDURES
INTRODUCTION

1. GENERAL
The emergency procedures contained in this Chapter describe actions which are necessary to
protect the airplane and its occupants from impending serious or critical harm, and to cope with
an impending or effective failure of any system or component or any other situation, determined
by the flight crew, to present significant adverse effect on safety.
This chapter contains guidance and procedures that have been developed by Bombardier. It may
also contain additional operational guidance that is not found in the Transport Canada approved
AFM. In all cases, these procedures are provided as guidance and recommended practices by
Bombardier, and should not be construed as prohibiting the development of equivalent
procedures.

2. PRINCIPLES
The presentation of these emergency procedures assumes a standard flight compartment
composition with regard to flight compartment resource management. It is essential that the
pilot-in-command (PIC) assesses the situation and clearly determines the task distribution for the
various phases of flight. Emergency operation is non-routine, and all actions in emergency
procedures are announced before being performed. Under no circumstances should control of
the airplane be compromised.
The expanded version of the emergency procedures are presented in this chapter. The chapter
consists of the basic emergency procedures to which background information and explanatory
text is added to facilitate learning and understanding.
To substantially reduce the risk of disaster, some emergency procedures require specific
immediate and precise crew actions to be performed as soon as the situation safely permits.
These actions are at the beginning of a procedure and contained within a solid, thick-lined box.
These “boxed” items are considered immediate action items.
An emergency condition, caused by a system malfunction, is indicated by the illumination of the
master warning switch/lights, the applicable aural warning and the applicable red warning
message displayed on the EICAS primary display. The red message is used to direct the flight
crew to the appropriate emergency procedure contained in the QRH and further described in this
chapter. However, some emergency conditions will result in many messages being displayed.
The flight crew must analyze the situation and determine the nature of the condition.
Whenever an emergency condition arises, the master warning system and appropriate
switch/lights, in addition to the failure indications referenced in the following procedures, operate
where applicable. The nature of the emergency condition must first be recognized and assessed,
then the master warning switch/light must be pressed to reset the master warning system and
silence the aural warning.
Unless otherwise specified in these emergency procedures, the landing configuration of the
airplane will be landing gear down and slat OUT / flap 30.
After completion of the applicable emergency procedures, carry out the applicable normal
checklist procedures (refer to Chapter 4; NORMAL PROCEDURES).

3. LANDING SPEEDS AND DISTANCE FACTORS

Landing distance factors are provided herein with and without the use of thrust reversers. When
specified within a procedure, the abnormal landing distance factors are to be applied to the actual
landing distance. No operation should be predicated on the use of thrust reversers.
For failures requiring an increment to VREF airspeed, the same increment must be applied to VAC
and VLC.

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 03−01−1
EMERGENCY PROCEDURES
INTRODUCTION

4. EMERGENCY PROCEDURE FORMAT

A flow pattern is used in the procedure as required, utilizing a rhombus as the decision symbol (
).
This decision symbol indicates a flow pattern which points to two or more possible courses of
action. When a course of action is incomplete, a return symbol ( ) is used to point to the
next step of the procedure. When a course of action completes the procedure, a short END
symbol (− END −) is provided.
The end of a complete procedure is indicated by a long END symbol (
END ).
An arrowhead symbol (t) in the procedure is used to indicate that the procedure continues on to
the next page.
Procedures contained herein assume that certain actions listed below are accomplished by the
crew:
• Normal procedures have been properly accomplished.
• Master Warning / Master Caution switch/lights are reset.
• Obvious corrective action (if any) is taken for crew awareness items.

NOTE
In a typical CAS message the L(R) means Left or Right; and L-R
means Left and Right. The same principle of indication is also applied
to 1(2)(3)(4) for “OR”; and 1-2-3-4 for “AND”.

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
03−01−2 CSP 700−6
EMERGENCY PROCEDURES
REJECTED TAKE-OFF

1. REJECTED TAKE-OFF
A. Rejected Take-Off Before Achieving V1

Simultaneously:
(1) Thrust levers........................................................... IDLE
(2) Wheel brakes ........................................................ Apply maximum braking until a safe
stop on runway is assured.
(3) Thrust reverser(s) .................................................. Apply maximum; consistent with
directional control.

AFTER THE AIRPLANE HAS BEEN SAFELY BROUGHT TO A STOP:

Take-off was rejected due to engine fire:
Yes
(4) L (R) ENG FIRE (On
Ground) ............................................... Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − POWER PLANT.
− END −
No
Evacuation required:
Yes
(4) Emergency Evacuation
Procedure ............................................ Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY
EVACUATION.
− END −
No
(4) Passengers ......................................................... Advise to remain in their seats.
NOTE
After a rejected take-off, procedures associated with cooling of
wheels, brakes and tires must be observed.
Refer to Airplane Flight Manual Chapter 6; PERFORMANCE −
TAKE-OFF PERFORMANCE − Maximum Allowable Brake
Temperature for Take-off,
———— END ————

REV 117, Jul 25, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 03−02−1
EMERGENCY PROCEDURES
REJECTED TAKE-OFF

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
03−02−2 CSP 700−6
EMERGENCY PROCEDURES
POWER PLANT

1. FIRE DETECTION / EXTINGUISHING

A. L (R) ENG FIRE (In Flight) (Warning)
Indication: L (R) ENG FIRE warning message and
“LEFT (RIGHT) ENGINE FIRE” aural on.
CAS Desc.: Affected engine on fire.

(1) Affected thrust lever .............................. Confirm & IDLE

(2) Affected ENGINE RUN switch................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) Affected DISCH handle ........................... Confirm & Pull • L (R) ENG SOVS CLSD
status message on.
After 10 seconds and L (R) ENG FIRE warning message persists:
(4) Affected DISCH handle .......................................... Turn to discharge firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.
After another 45 seconds and L (R) ENG FIRE warning message still persists:
(5) Affected DISCH handle .......................................... Turn to opposite direction and
discharge other firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.

(6) Land immediately at nearest suitable airport.

Rotor burst damage is suspected:
Yes
(7) APU switch ......................................................OFF if operating.
NOTE
Assume that the APU / APU fuel supply line has been damaged. Do
not start the APU.
(8) In-Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.

− END −
No
NOTE
The APU is available if required.

(7) In-Flight Engine Failure /

Shutdown Procedure ................................... Accomplish
t

REV 77, Sep 10, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 03−03−1
EMERGENCY PROCEDURES
POWER PLANT

1. FIRE DETECTION / EXTINGUISHING (CONT'D)

A. L (R) ENG FIRE (In Flight) (Warning) (Cont’d)
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.

———— END ————

B. L (R) ENG FIRE (On Ground) (Warning)

Indication: L (R) ENG FIRE warning message and
“LEFT (RIGHT) ENGINE FIRE” aural on.
CAS Desc.: Affected engine on fire.

(1) Thrust levers........................................................... IDLE

(2) L and R ENGINE RUN switches .............................OFF • L−R ENG SHUTDOWN
status messages on.
(3) Affected DISCH handle ............................................ Pull
(4) Affected DISCH handle .......................................... Turn to discharge firex bottle
(5) Affected DISCH handle .......................................... Turn to opposite direction and
discharge other firex bottle.

(6) Emergency Evacuation Procedure .............. Accomplish

Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————

Volume 1 Flight Crew Operating Manual REV 77, Sep 10, 2013
03−03−2 CSP 700−6
EMERGENCY PROCEDURES
POWER PLANT

1. FIRE DETECTION / EXTINGUISHING (CONT'D)

C. Post-Shutdown Engine Tail Pipe Fire

Engine ITT exceeds 250 °C and ITT is rising rapidly or
flame is reported at engine tailpipe:

CAUTION
Do not pull the discharge handle as this would prevent the cranking
process.

(1) Affected ENGINE RUN switch.................................OFF • L (R) ENG SHUTDOWN

status message on.
Bleed air is available:
(2) ENGINE START switch ............................ L (R) CRANK until ITT is 150 °C or less, or
flame at engine tailpipe is
reported out, or starter limit.
Bleed air is unavailable or tail pipe fire indications persist:
(3) Emergency Evacuation Procedure .............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.

———— END ————

2. POWER PLANT
A. DUAL ENGINE OUT (Warning) {Double Engine Flameout}
Indication: DUAL ENGINE OUT warning message
CAS Desc.: Double Engine Flameout.

(1) RAT (if not deployed) ..........................................Deploy then stow handle.

(2) Target airspeed ...............................................200 KIAS until ready for relight.

A. DUAL ENGINE OUT (Warning) {Double Engine Flameout} (Cont’d)
(24) Actual landing distance..................... Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

A. DUAL ENGINE OUT (Warning) {Double Engine Flameout} (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

(22) In−Flight Engine Failure /

Shutdown Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(12) L & R ENGINE RUN ................................................OFF • L−R ENG SHUTDOWN
status message on.
(13) Attempt another windmill relight at a lower altitude and at a higher airspeed.
NOTE
It may take more than one windmill attempt to successfully
relight.
Neither engine relights:
t

REV 110, Nov 11, 2021 Flight Crew Operating Manual Volume 1
CSP 700−6 03−03−11
EMERGENCY PROCEDURES
POWER PLANT

2. POWER PLANT (CONT'D)

A. DUAL ENGINE OUT (Warning) {Double Engine Flameout} (Cont’d)
(14) Target airspeed (SLATS IN /
FLAP 0) ................................................. Per table below
SLAT IN / FLAP 0° − GEAR UP
Zero Wind, 2 Engine Windmilling
APU ON, RAT deployed
Gliding Speed (KIAS)
Weight (lbs)
55,000 65,000 75,000 85,000 95,000
Glide Speed 163 177 190 202 215
Glide Distance 2.5 NM / 1000 ft (all weights)
(15) Prepare for a forced landing or ditching.
Refer to Chapter 3; EMERGENCY PROCEDURES − DITCHING AND FORCED
LANDING.
———— END ————

B. Engine Failure in Climb During ASEL

WARNING

If an engine failure occurs during a climb while in any ASEL vertical FD

mode, crew intervention may be required to ensure that the aircraft
maintains the safe single engine operating speed.
(1) Autopilot/FD.......................................... Disconnect/OFF
(2) Thrust levers........................................... MAX THRUST
(3) Pitch attitude......................................................... Adjust to maintain the required single
engine operating airspeed.

NOTE
FD commands may be used and autopilot re−engaged after the ASEL
vertical mode has been disengaged.

(4) Autopilot/FD.................................... Engage as required

(5) In−Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
03−03−12 CSP 700−6
EMERGENCY PROCEDURES
POWER PLANT

2. POWER PLANT (CONT'D)

C. High Oil Temperature

Indication: OIL TEMP is red and flashing on the EICAS display.
CAS Desc.: Engine oil temperature has exceeded the high temperature limit.
(1) Affected thrust lever ............................................ Retard
(2) Affected FUEL RECIRC ..........................................OFF
Flashing red OIL TEMP indication persists:
Yes
(3) Affected thrust lever................... Confirm and IDLE
(4) Affected ENG RUN switch.......... Confirm and OFF
(5) In-Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(3) Affected thrust lever .................................... As required
NOTE
If L RECIRC is off and R RECIRC is on, the Assumed Bulk Fuel
Temperature in the left tank is 5°C colder than the displayed Bulk Fuel
Temperature on the Fuel Synoptic page.
Assumed Bulk Fuel Temperature is within 5°C of Bulk Freezing Point:
Yes
(4) Airspeed ................................................... Increase
(5) Altitude.................................................... Decrease
(6) Bulk Fuel Temperature ............................... Monitor

− END −
No
(4) Bulk Fuel Temperature ....................................... Monitor
———— END ————

REV 110, Nov 11, 2021 Flight Crew Operating Manual Volume 1
CSP 700−6 03−03−13
EMERGENCY PROCEDURES
POWER PLANT

2. POWER PLANT (CONT'D)

D. L (R) OIL LO PRESS (Warning)

Indication: L (R) OIL LO PRESS warning message on.
CAS Desc.: Affected engine is operating with low oil pressure
If warning confirmed (both message and low pressure indication persists):
Yes
(1) Affected thrust lever................... Confirm and IDLE
(2) Affected
ENGINE RUN switch .................. Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(3) In-Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(1) Engine indications .............................................. Monitor
———— END ————

E. L (R) REVERSER UNLKD (Warning)

Indication: L (R) REVERSER UNLKD warning message,
“LEFT (RIGHT) REVERSER UNLOCKED” aural on,
REV icon on N1 gauge, an idled engine, and airplane buffet and yaw.
CAS Desc.: Affected thrust reverser unlocked.

(1) Affected thrust lever .............................. Confirm & IDLE

(2) Affected ENGINE RUN switch................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) Airspeed .................................................. Not More than
170 KIAS

(4) In-Flight Engine Failure /

Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
03−03−14 CSP 700−6
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE
A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire

CAUTION
1. Whether or not smoke has dissipated, if it cannot be visibly verified that
the fire has been extinguished following fire suppression and/or smoke
evacuation procedures, land immediately at the nearest suitable airport.
2. Flight crew must don oxygen masks / smoke goggles at the first
indication of a possible in-flight smoke or fire emergency.
3. Crew exposure to high levels of Halon vapours may result in dizziness,
impaired coordination, and reduced mental alertness.

(1) Oxygen masks / smoke goggles ........ Don / Emergency

(2) Crew communications .................................... Establish Set MIC / MASK selector to
MASK.
(3) PACK CONTROL ................................................. HIGH • L−R PACK HIGH FLOW
status message on.
(4) BLEED / AIR COND RECIRC ................................ OFF • RECIRC FAN OFF status
message on.
(5) PRESSURIZATION,
AUTO / MAN ........................................................ MAN • MAN PRESS CONTROL
status message on.
(6) PRESSURIZATION, MAN ALT ................................ UP to increase cabin altitude.

(7) Prepare to land immediately at the nearest suitable airport.

(8) PASS SIGNS............................................................ ON
(9) Descent ............................................................... Initiate to 9,000 feet or lowest safe
altitude, whichever is higher.
(10) EMER LIGHTS ......................................................... ON
(11) CABIN POWER (if installed) ...................................OFF

CAUTION
Use of the passenger oxygen system will increase the fire hazard in the
cabin area. Do not deploy passenger oxygen before considering this
risk.
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REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−04−1
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
(12) PASSENGER OXYGEN.............................. OVERRIDE
NOTE
Passenger oxygen masks do not provide protection from
breathing harmful gases and smoke.

CAUTION
If a suitable airport is available for landing, do not delay landing while
attempting to remove smoke or the source of the smoke.
(13) EMER LIGHTS ............................................ As required
NOTE
Emergency Lights batteries provide power for at least 10 minutes and
are not charged when Emergency Lights are ON. Use Emergency
Lights only as required to ensure availability for a subsequent ground
evacuation.
Smoke source can be identified:
Yes
(14) Source of smoke....................................... Remove
Refer to the applicable procedure(s) listed below:
SMOKE SOURCE SMOKE AVIONICS BAY (WARNING) ,
SMOKE SOURCE SMOKE BAGGAGE or SMOKE CABIN or SMOKE CLOSET
FWD (AFT) or SMOKE FWD (AFT) LAV (WARNING),
SMOKE SOURCE AIR CONDITIONING,
SMOKE SOURCE ELECTRICAL.
− END −
No
(14) Land immediately at the nearest suitable airport.
(15) Emergency Evacuation Procedure .............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————
SMOKE SOURCE SMOKE AVIONICS BAY (WARNING):
(1) Land immediately at the nearest suitable airport.
(2) Emergency Evacuation Procedure .............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
− END −
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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−04−2 CSP 700−6
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
SMOKE SOURCE SMOKE BAGGAGE or SMOKE CABIN or SMOKE CLOSET FWD (AFT)
or SMOKE FWD (AFT) LAV (WARNING):
SMOKE message refers to the aft end of the cabin:
Yes
(1) OUTFLOW VLV 1.................................... CLOSED
No
Designated crewmember:
(1) Protective breathing equipment............................... Don
(2) Fire extinguisher .................................................. Locate and prepare for use.
(3) Fire or smoke source..................................... Extinguish Recommended technique:
• Prepare bottle by arming it.
• Aim at base of the flames.
• Squeeze the trigger, and
• Sweep from side to side.
(4) Land immediately at the nearest suitable airport.
(5) Emergency Evacuation Procedure .............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————
SMOKE SOURCE AIR-CONDITIONING:
Visible smoke or odour entering flight compartment and passenger cabin from
air-conditioning system.
(1) APU BLEED ............................................................OFF
(2) TRIM AIR.................................................................OFF
Isolate left engine bleed:
(3) L ENG BLEED .........................................................OFF
Wait, then determine if smoke stops:
Yes
(4) Land immediately at the nearest suitable airport.
NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
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REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−04−3
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
No
(4) L ENG BLEED ...................................................... AUTO
Isolate right engine bleed:
(5) R ENG BLEED ........................................................OFF
Wait, then determine if smoke stops:
Yes
(6) Land immediately at the nearest suitable airport.
NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
No
Isolate bleeds / packs:
(6) L ENG BLEED .........................................................OFF
(7) L PACK and R PACK ..............................................OFF
(8) RAM AIR .................................................................. ON when aircraft is below 9,000 ft.
(9) Avoid icing conditions.
(10) Land immediately at the nearest suitable airport.
(11) Emergency Evacuation Procedure .............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————
SMOKE SOURCE ELECTRICAL:
(1) AC and DC electrical loads ................................ Monitor
Source of fire or smoke is identified:
Yes
(2) EMS EMER CNTL ........................................ Select
(3) Applicable bus(es) ................................Select OFF
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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−04−4 CSP 700−6
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
Wait, then determine if smoke stops.
Yes
(4) CAS/SYNOPTICS/EMS
CDU ...................................... Review affected
systems
(5) Land immediately at the nearest suitable airport.

NOTE
Before landing, ensure that the cabin altitude is at or
above the landing field elevation.
− END −
No
(4) Land immediately at the nearest suitable airport.
(5) Emergency Evacuation
Procedure ............................................ Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY
EVACUATION.
− END −
No
(2) EMS EMER CNTL ............................................... Select
(3) AC BUS 1 and 2 ...........................................Select OFF AC BUS 1, AC BUS 2 and
DC BUS 1 are isolated.
Wait, then determine if smoke stops.
Yes
(4) CAS/SYNOPTICS/EMS CDU....... Review affected
systems
(5) Land immediately at the nearest suitable airport.

NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
No
(4) AC BUS 1 and 2 ....................................................... ON
Wait for electrical transients to clear before proceeding to the next step.
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REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−04−5
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
(5) AC BUS 3 and 4 ...........................................Select OFF AC ESS BUS, AC BUS 3, AC
BUS 4 and DC BUS 2 are
isolated.
Wait, then determine if smoke stops.
Yes
(6) CAS/SYNOPTICS/EMS CDU....... Review affected
systems
(7) Land immediately at the nearest suitable airport.

NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
No
(6) AC BUS 3 and 4 ....................................................... ON
Wait for electrical transients to clear before proceeding to the next step.
(7) SG2 .......................................................................ALTN

CAUTION
The next step will fail the pilot’s PFD and MFD, as well as
several air-conditioning / pressurization components. Prepare to
use copilot’s PFD and MFD.
(8) DC ESS BUS...........................................................OFF
Wait, then determine if smoke stops.
Yes
(9) CAS/SYNOPTICS/EMS CDU....... Review affected
systems
(10) Flight Director Data Source
(CPL) ................................................ Select copilot
(11) Land immediately at the nearest suitable airport.

NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−04−6 CSP 700−6
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
No
(9) DC ESS BUS............................................................ ON
Wait for electrical transients to clear before proceeding to the next step.
A RUD LIMITER FAULT advisory message may be displayed.
(10) SG2 reversion knob............................................. NORM
NOTE
This step fails the pilot’s MFD and SYSTEM display (DU 2 & DU 4).
(11) SG1 and SG3 ........................................................ALTN
(12) Pilot’s ADC ......................................................... ADC 3
(13) BATT BUS ...............................................................OFF
• Engine ignition is inoperative.
• Engine / APU fire detection is inoperative.
• Manual pressurization control and emergency depressurization is inoperative.
• A L FADEC FAIL caution message may be displayed.
Wait, then determine if smoke stops.
Yes
(14) CAS/SYNOPTICS/EMS CDU....... Review affected
systems
(15) Flight Director Data Source
(CPL) ................................................ Select copilot
(16) PRESSURIZATION,
AUTO / MAN................................................. AUTO Aircraft will begin to pressurize
in accordance with the
Auto−pressurization schedule.
(17) Land immediately at the nearest suitable airport.

NOTE
Before landing, ensure that the cabin altitude is at or above
the landing field elevation.
− END −
No
(14) BATT BUS ................................................................ ON
(15) SG1 and SG3 ...................................................... NORM
(16) Pilot’s ADC .......................................................... ADC 1
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REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−04−7
EMERGENCY PROCEDURES
SMOKE OR FIRE

1. SMOKE OR FIRE (CONT'D)

A. SMOKE AVIONICS BAY (Warning) or SMOKE BAGGAGE (Warning) or SMOKE CABIN
(Warning) or SMOKE CLOSET FWD (AFT) (Warning) or SMOKE FWD (AFT) LAV
(Warning) or Visible Smoke or Fire (Cont’d)
(17) Land immediately at the nearest suitable airport.
(18) Emergency Evacuation Procedure.............. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————

Volume 1 Flight Crew Operating Manual REV 59, Feb 27, 2009
03−04−8 CSP 700−6
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION

A. Emergency Descent Procedure

(1) Oxygen masks / smoke goggles ............................. Don set to 100%.

(2) Crew communications ..................................... Establish Set MIC / MASK selector to
MASK.
(3) PASSENGER OXYGEN.............................. OVERRIDE • PASSENGER OXY ON
advisory message on.
(4) PASS SIGNS............................................................ ON
(5) EMER LIGHTS ......................................................... ON • EMER LIGHTS ON status
message on.
(6) Descent ............................................................... Initiate to 9,000 feet or lowest safe
altitude, whichever is higher.
(7) Thrust levers........................................................... IDLE
(8) FLIGHT SPOILER ............................... Deploy smoothly to FULL then MAX

Structural damage is suspected:

Yes
(9) Airspeed .......................................... Not more than
speed at which
damage occurred.
No
(9) Airspeed .................................................. Not more than
VMO/MMO.
NOTE
If the autopilot or flight director is used for the descent, select FLC mode
with VMO as the selected speed target.
(10) Air Traffic Control ..................................................Notify
(11) Transponder .................................................... Set 7700
(12) Passengers ......................................................... Advise to remain in their seats.
At a safe altitude:
(13) Oxygen and masks...................................... As required
(14) EMER LIGHTS ....................................................... ARM
NOTE
Emergency Lights batteries provide power for at least 10 minutes and are
not charged when Emergency Lights are ON. Use Emergency Lights only
as required to ensure availability for a subsequent ground evacuation.
(15) Unpressurized Flight Procedure .................. Accomplish if required.
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−05−1
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

Effectivity:
• Airplanes 9002 and subsequent incorporating Service Bulletin:
• SB 700−22−003, Modification − General − Introduction of the Autopilot Emergency
Descent Mode.
B. EMERGENCY DESCENT (Warning)
Indication: EMERGENCY DESCENT warning message and
“EMERGENCY DESCENT” aural on.
CAS Desc.: Emergency Descent mode has been activated.

(1) Oxygen masks/smoke goggles ............................... Don set to 100%.

Structural damage is suspected:

Yes
(7) Autopilot.................................................Disengage
(8) Airspeed .......................................... Not more than
speed at which
damage occurred.
No
(7) Air Traffic Control ..................................................Notify
(8) Transponder .................................................... Set 7700
(9) Passengers ......................................................... Advise to remain in their seats.
At a safe altitude:
(10) Oxygen and masks...................................... As required
(11) EMER LIGHTS ....................................................... ARM
NOTE
Emergency Lights batteries provide power for at least 10 minutes and
are not charged when Emergency Lights are ON. Use Emergency Lights
only as required to ensure availability for a subsequent ground
evacuation.
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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−05−2 CSP 700−6
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

B. EMERGENCY DESCENT (Warning) (Cont’d)

(12) Unpressurized Flight Procedure .................. Accomplish if required.
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
NOTE
1. EDM will activate when the following conditions are met:
• Autopilot engaged;
• Aircraft altitude greater than 25,000 feet, and
• Cabin altitude greater than 14,500 feet.
2. Upon EDM activation the following happens:
• Autothrottle engages;
• Heading and Flight Level Change mode engages
(HDG/EDM on FMA);
• Heading bug set to 90 degrees left of current heading;
• Altitude pre−selector set to 15,000 feet, and
• EDM airspeed commanded to VMO −10 KIAS.
3. HDG and altitude pre−selector may be modified by the
flight crew without disconnecting autopilot.
4. EDM can only be cancelled by disconnecting the autopilot.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−05−3
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

C. CABIN ALT (Warning)

Indication: CABIN ALT warning message and
“CABIN ALTITUDE” aural on.
CAS Desc.: Excessive cabin altitude.

(1) Oxygen masks / smoke goggles ............................. Don set to 100%.

Structural damage is suspected:

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−05−4 CSP 700−6
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

C. CABIN ALT (Warning) (Cont’d)

(14) EMER LIGHTS ....................................................... ARM
NOTE
Emergency Lights batteries provide power for at least 10 minutes and are
not charged when Emergency Lights are ON. Use Emergency Lights only
as required to ensure availability for a subsequent ground evacuation.
CABIN ALT warning accompanied by any door / exit caution msg (PASSENGER DOOR,
CARGO DOOR, R EMER EXIT, DOOR SYS FAIL) or unsafe condition:
Yes
(15) Applicable DOOR Procedure............... Accomplish when at a safe cabin altitude.
Refer to Chapter 5; NON-NORMAL PROCEDURES − DOORS SYSTEM −
PASSENGER DOOR or CARGO DOOR or R EMER EXIT.
− END −
No
(15) PRESSURIZATION,
AUTO / MAN ......................................................... MAN • MAN PRESS CONTROL
status message on.
(16) PRESSURIZATION, MAN ALT ................................DN to decrease cabin altitude (to
increase PSID)
Control of pressurization regained:
Yes
(17) Manual Cabin
Pressurization Control
Procedure .....................................Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
− END −
No
(17) Unpressurized Flight
Procedure ............................................ Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−05−5
EMERGENCY PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

D. CABIN DELTA P (Warning)

Indication: CABIN DELTA P warning message on.
CAS Desc.: Excessive cabin differential pressure (positive or negative).
Cabin delta P is positive:
Yes
(1) PRESSURIZATION,
AUTO / MAN................................................... MAN • MAN PRESS CONTROL
status message on.
(2) PRESSURIZATION,
MAN ALT .......................................................... UP to decrease Δ P to less than
10.3 PSID.

Effectivity:
• Airplanes 9002 thru 9174 not incorporating Service Bulletin:
• SB 700−21−034 or SB 700−21−036, Pressurization Control − Cabin Altitude
Reduction During Flight for Improved Passenger Comfort.
(2) PRESSURIZATION,
MAN ALT .......................................................... UP to decrease Δ P to less than
9.6 PSID.

(3) Manual Cabin Pressurization

Control Procedure ............................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
− END −
No

Cabin delta P is negative:

(1) PRESSURIZATION, AUTO / MAN ......................... MAN • MAN PRESS CONTROL
status message on.
(2) PRESSURIZATION, MAN ALT ................................DN to equalize cabin pressure.
(3) Manual Cabin Pressurization
Control Procedure ....................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
———— END ————

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−05−6 CSP 700−6
EMERGENCY PROCEDURES
AUXILIARY POWER PLANT

1. FIRE DETECTION / EXTINGUISHING

A. APU FIRE (In Flight) (Warning)
Indication: APU FIRE warning message and
“APU FIRE” aural on.
CAS Desc.: APU fire.

(1) APU switch ..............................................................OFF

(2) APU DISCH handle .......................... Confirm and PULL • APU SOVS CLSD status
message on.
After 10 seconds and APU FIRE warning msg persists:
(3) APU DISCH handle ................................................ Turn to discharge firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.
After an additional 60 seconds and APU FIRE warning msg persists:
(4) APU DISCH handle ......................................... UNLOCK using LOCK RELEASE switch.
(5) APU DISCH handle ................................................ Turn in the opposite direction to
discharge other firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.

(6) Land immediately at the nearest suitable airport.

Do not restart APU.
———— END ————

REV 53, Jan 29, 2007 Flight Crew Operating Manual Volume 1
CSP 700−6 03−06−1
EMERGENCY PROCEDURES
AUXILIARY POWER PLANT

1. FIRE DETECTION / EXTINGUISHING (CONT'D)

B. APU FIRE (On Ground) (Warning)

Indication: APU FIRE warning message and
“APU FIRE” aural on.
CAS Desc.: APU fire.

(1) APU switch ..............................................................OFF

(2) APU DISCH handle ............................................... PULL • APU SOVS CLSD status
message on.
(3) APU DISCH handle ................................................ Turn to discharge firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.
(4) APU DISCH handle ......................................... UNLOCK using LOCK RELEASE switch.
(5) APU DISCH handle ................................................ Turn in the opposite direction to
discharge other firex bottle.
• FIRE BTL 1 (2) LO PRESS
caution message on.

(6) Emergency Evacuation Procedure .............. Accomplish

Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY EVACUATION.
———— END ————

2. APU MALFUNCTIONS
A. APU OVERSPEED (Warning)
Indication: APU OVERSPEED warning message. APU RPM gauge and readout
indicate speed greater than 106%.
CAS Desc.: APU overspeed protective shutdown occurred.
(1) APU switch ..............................................................OFF
———— END ————

B. APU OVERTEMP (Warning)

Indication: APU OVERTEMP warning message. APU EGT readout indicates
temperature greater than 925° C.
CAS Desc.: APU EGT overtemperature condition exists.
(1) APU switch ..............................................................OFF
———— END ————

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
03−06−2 CSP 700−6
EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

1. PLANNED DITCHING
A. Planned Ditching
This procedure is intended for use where sufficient time is available.
PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to a minimum, if
possible.
(2) Crew ........................................................ Alert and brief type of emergency, time
available, direction of ditching,
airplane attitude after ditching
and exits available for
ditching.
Recommended technique when briefing flight attendant:
• Type of emergency,
• Exit plan,
• Signals to be used to warn of impending impact and evacuation, and
• Time remaining until impact.
Recommended technique when designated crewmember prepares cabin:
• Prepare the passengers,
• Ready the cabin,
• Evacuation review, and
• Provide cabin report to PIC.
(3) Air Traffic Control ..................................................Notify
(4) Transponder .................................................... Set 7700
(5) ELT ........................................................................... ON • ELT TRANSMITTING
advisory message on.
(6) PASS SIGNS............................................................ ON
(7) Loose Equipment ............................................... Secure
(8) EMS NAV SYSTEM page .................................... Select
(9) GPWS circuit breaker ............................................. OUT • GPWS SYSTEMS FAIL
advisory message on.
(10) AURAL WARNING ............................................ MUTED • IAC 1−2 AURAL MUTE
status message on.
• Radio altitude callouts are
not available.
(11) Survival equipment ...............................................Check
(12) Life vest, harness & belts .......................................... On and tightened.
(13) Shoulder harness reel control ................................... Up and confirm harness locked.
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REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−07−1
EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

1. PLANNED DITCHING (CONT'D)

A. Planned Ditching (Cont’d)
APPROACH
If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.
At approximately 10,000 feet:
(1) DITCHING ................................................................ ON • DITCHING ON status
message on.
(2) AFT XFER ...............................................................OFF • AFT FUEL XFER OFF
status message on.
(3) L and R AUX PUMP ................................................OFF • L−R AUX PUMP OFF
status message on.
At approximately 2,000 feet:
(4) Sea conditions and wind direction ................. Determine
(5) Ditching heading.............................................. Establish Ditching heading should be:
• Wind speed <15 kts;
contact parallel to swells.
• Wind speed between 15 to
45 kts; compromise
between wind and swell.
• Wind speed >45 kts; land
into the wind.
(6) Descent rate / approach speed ....................... Establish
PARAMETERS DITCHING
Approach speed VREF
Descent rate
200−300 fpm
(If thrust is available)
Landing gear Retracted
Slat / flap OUT / 30
If slat / flap OUT / 30 is not possible, use the most extended flap setting available & its
corresponding approach speed:
• IN / 0 : VREF+40 KIAS; • OUT / 6 : VREF+13 KIAS;
• OUT / 0 : VREF+20 KIAS; • OUT / 16 : VREF+6 KIAS.

(7) EMER LIGHTS ......................................................... ON • EMER LIGHTS ON status

message on.
(8) LANDING lights (all) ................................................. ON
(9) LDG GEAR lever ....................................................... UP for ditching.
• GEAR warning message
on.
(10) SLAT / FLAP lever........................................... OUT / 30
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EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

1. PLANNED DITCHING (CONT'D)

A. Planned Ditching (Cont’d)
When completely depressurized:
(11) OUTFLOW VLVs .................................. Check CLOSED • OUTFLOW VLV 1−2 CLSD
status message on.
At approximately 500 feet:
(12) Crew ....................................................................... Alert that ditching is imminent.
(13) Radio ................................................................ Transmit final position.
(14) Brace for impact
“BRACE, BRACE, BRACE” ...................................Order using the PA system.
JUST BEFORE WATER CONTACT
(1) APU and engine FIRE DISCH
handles .................................................................. PULL • APU SOVS CLSD and
L− R ENG SOVS CLSD
status messages on.
(2) Water ................................................................. Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.
AFTER WATER CONTACT
If time and conditions permits:
(1) L and R ENGINE RUN ............................................OFF • L− R ENG SHUTDOWN
status message on.
(2) APU .........................................................................OFF
When the airplane has stopped:
(3) Passenger door / overwing exit(s) ......................... Open
(4) Evacuation........................................................... Initiate using the PA system.
(5) BATT MASTER .......................................................OFF
(6) Airplane ........................................................... Abandon with survival equipment.
• Tether raft to airplane
before heaving raft through
exit.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−07−3
EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

2. PLANNED FORCED LANDING

A. Planned Forced Landing
This procedure is intended for use where sufficient time is available.
PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to a minimum, if
possible.
(2) Crew ........................................................ Alert and brief type of emergency, time
available, airplane attitude
after landing and exits
available for evacuation.
Recommended technique when briefing flight attendant:
• Type of emergency,
• Exit plan,
• Signals to be used to warn of impending impact and evacuation, and
• Time remaining until impact.
Recommended technique when designated crewmember prepares cabin:
• Prepare the passengers,
• Ready the cabin,
• Evacuation review, and
• Provide cabin report to PIC.
(3) Air Traffic Control ..................................................Notify
(4) Transponder .................................................... Set 7700
(5) ELT ........................................................................... ON • ELT TRANSMITTING
advisory message on.
(6) PASS SIGNS............................................................ ON
(7) Loose Equipment ............................................... Secure and stow all flight
compartment loose
equipment.
(8) EMS NAV SYSTEM page .................................... Select
(9) GPWS circuit breaker ............................................. OUT • GPWS SYSTEMS FAIL
advisory message on.
(10) AURAL WARNING ............................................ MUTED • IAC 1− 2 AURAL MUTE
status message on.
(11) Survival equipment ...............................................Check
(12) Crew harness and belts............................................. On and tightened
(13) Shoulder harness reel control ................................... Up and confirm harness locked.
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EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

2. PLANNED FORCED LANDING (CONT'D)

A. Planned Forced Landing (Cont’d)
APPROACH
At approximately 10,000 feet:
(1) L and R PACK .........................................................OFF • L−R PACK OFF status
messages on.
(2) AFT XFER ...............................................................OFF • AFT FUEL XFER OFF
status message on.
(3) L and R AUX PUMP ................................................OFF • L−R AUX PUMP OFF
status message on.
At approximately 2,000 feet:
(4) Landing area conditions and wind
direction ......................................................... Determine
(5) Descent rate / approach speed ....................... Establish
PARAMETERS FORCED LANDING
Approach speed VREF
Descent rate
200−300 fpm
(If thrust is available)
Landing gear As required
Slat / flap OUT / 30
If slat / flap OUT / 30 is not possible, use the most extended flap setting available & its
corresponding approach speed:
• IN / 0 : VREF+40 KIAS; • OUT / 6 : VREF+13 KIAS;
• OUT / 0 : VREF+20 KIAS; • OUT / 16 : VREF+6 KIAS.

(6) EMER LIGHTS ......................................................... ON • EMER LIGHTS ON status

message on.
(7) LANDING lights (all) ................................................. ON
(8) LDG GEAR lever ......................................... As required
(9) SLAT / FLAP lever........................................... OUT / 30
(10) EMER DEPRESS ..................................................... ON • EMER DEPRESS caution
message on.
At approximately 500 feet:
(11) Crew ....................................................................... Alert that forced landing is
imminent.
(12) Radio ................................................................ Transmit final position.
(13) Brace for impact
(“BRACE, BRACE, BRACE”) ................................Order using the PA system.
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EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

2. PLANNED FORCED LANDING (CONT'D)

A. Planned Forced Landing (Cont’d)
JUST BEFORE CONTACT
(1) APU and engine FIRE DISCH
handles .................................................................. PULL • APU SOVS CLSD and
L−R ENG SOVS CLSD
status messages on.
(2) Terrain ............................................................... Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.
AFTER CONTACT
If time and conditions permit:
(1) L and R ENGINE RUN ............................................OFF • L−R ENG SHUTDOWN
status messages on.
(2) APU .........................................................................OFF
When the airplane has stopped:
(3) Passenger door / overwing exit(s) ......................... Open
(4) Evacuation........................................................... Initiate using the PA system.
(5) BATT MASTER .......................................................OFF
(6) Airplane ........................................................... Abandon with survival equipment.
———— END ————

3. UNPLANNED DITCHING OR FORCED LANDING

A. Unplanned Ditching or Forced Landing
Below 10,000 feet AGL:

(1) DITCHING ................................................................ ON • DITCHING ON status

message on.

(2) Crew harness and belts............................................. On and tightened.

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
03−07−6 CSP 700−6
EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

3. UNPLANNED DITCHING OR FORCED LANDING (CONT'D)

A. Unplanned Ditching or Forced Landing (Cont’d)
(3) Shoulder harness reel control .................................. Up and confirm harness locked.
PARAMETERS DITCHING FORCED LANDING
Approach speed VREF VREF
Descent rate
200−300 fpm 200−300 fpm
(If thrust is available)
Landing gear Retracted As required
Slat / flap OUT / 30 OUT / 30
If slat / flap OUT / 30 is not possible, use the most extended flap setting available & its
corresponding approach speed:
• IN / 0 : VREF+40 KIAS; • OUT / 6 : VREF+13 KIAS;
• OUT / 0 : VREF+20 KIAS; • OUT / 16 : VREF+6 KIAS.

Just before contact:

(4) APU and engine FIRE DISCH
handles .................................................................. PULL • APU SOVS CLSD and
L−R ENG SOVS CLSD
status messages on.
If time and conditions permit:
(5) APU .........................................................................OFF
(6) AFT XFER ...............................................................OFF • AFT FUEL XFER OFF
status messages on.
(7) L and R AUX PUMP ................................................OFF • L−R AUX PUMP OFF
status message on.
(8) L and R ENGINE RUN ............................................OFF • L−R ENG SHUTDOWN
status message on.
(9) Water (or terrain) ............................................... Contact with minimum forward speed,
but not less than stick shaker
speed, and at minimum sink
rate.
(10) Passenger door / overwing exit(s) ......................... Open
(11) Evacuation........................................................... Initiate using the PA system.
(12) BATT MASTER .......................................................OFF
(13) Airplane ........................................................... Abandon with survival equipment.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 03−07−7
EMERGENCY PROCEDURES
DITCHING AND FORCED LANDING

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
03−07−8 CSP 700−6
EMERGENCY PROCEDURES
EMERGENCY EVACUATION

1. EMERGENCY EVACUATION
A. Emergency Evacuation Procedure
This procedure contains the steps required to prepare for passenger evacuation on land, and
is initiated when a condition potentially endangering life or physical well-being of passengers
and crew exists.

Pilot:
(1) Parking brake ........................................................... Set • PARK BRAKE ON status
message on.
(2) Evacuation..................................................... Command
(3) GND LIFT DUMPING ..............................................OFF • GND LIFT DUMP OFF
status message on.
(4) FLIGHT SPOILER lever ................................ RETRACT
(5) L and R ENGINE RUN ............................................OFF • L−R ENG SHUTDOWN
status message on.
(6) APU .........................................................................OFF
(7) L, R and APU DISCH handles............................... PULL • APU SOVS CLSD and
L− R ENG SOVS CLSD
status messages on.
(8) Evacuation........................................................... Initiate using PA system.
(9) BATT MASTER .......................................................OFF

Copilot: On evacuation command

(10) ATC .......................................................................Notify of emergency conditions and
intention to evacuate
(11) EMER DEPRESS ..................................................... ON • EMER DEPRESS caution
message on.
(12) EMER LIGHTS ......................................................... ON • EMER LIGHTS ON status
message on.

(13) Exits....................................................................... Open

(14) Passenger evacuation ...................... Render assistance and direct passengers away
from the airplane.
(15) Airplane ........................................................... Abandon by any suitable exit.
———— END ————

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CSP 700−6 03−08−1
EMERGENCY PROCEDURES
EMERGENCY EVACUATION

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
03−08−2 CSP 700−6
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL
A. EMER PWR ONLY (Warning)
Indication: EMER PWR ONLY warning message and then one of the following
messages on:
• RAT GEN ON advisory message, or
• BATT EMER PWR ON advisory message.
CAS Desc.: RAT generator is powering AC ESS BUS or batteries are feeding DC ESS
and BATT BUS.

(1) GEN 1,2,3,4..............................................OFF / RESET one at a time.

• Ensure that each generator is selected Out after OFF / RESET.

Any generator comes on-line:
Yes
RAT has Auto Deployed:
Yes
(2) RAT GEN switch......................................OFF • RAT GEN OFF status
message on.
(3) STALL PUSHER
(either L or R) switch................................OFF • STALL PROTECT FAIL
caution message on.
(4) PRESSURIZATION,
AUTO / MAN switch............. MAN then AUTO to restore outflow valve
function.
• MAN PRESS CONTROL
status message on then
out.
(5) PFD 2 ADC reversion .......................... ADC 3
(6) Transponder ................................................. 1
(7) Altitude preselector ................................. reset if required
(8) CAS messages ................................... Review affected systems.
▼

REV 117, Jul 25, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 03−09−1
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)
(9) Affected systems ............................... Restore
NOTE
1. For continued flight with the RAT deployed, increase
Flight Planning and Cruise Control Manual fuel flow by
5%.
2. With RAT deployed, ADC 2 is unreliable.
3. With RAT deployed, ADC 3 reads low. At 250 knots,
ADC 3 will indicate 242 KIAS, at 150 knots, ADC 3 will
indicate 146 KIAS.
4. Autopilot/flight guidance should be coupled to PFD
displaying ADC 1 data.
5. With RAT deployed, RSVM requirements are no longer
met.
(10) Land at nearest suitable airport.
Prior to Landing:
(11) Approach speed.......................VREF (FLAPS 30°)
+10 KIAS
(12) Actual landing distance.................INCREASE as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−09−2 CSP 700−6
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System −
Introduction of Wheel Speed Transducer Part No. 140−209−4
(GW415−1050−9)

− END −
No
(2) No further action required.
− END −
▼

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CSP 700−6 03−09−3
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)
No
(2) RAT (if not deployed) ..........................................Deploy then stow handle.
NOTE
1. Avoid icing conditions.
2. For continued flight with the RAT deployed, increase Flight
Planning and Cruise Control Manual fuel flow by 5%.
3. With the RAT deployed, ADC 2 is unreliable.
4. With the RAT deployed, ADC 3 reads low. At 250 knots ADC 3
will indicate 242 KIAS; at 150 knots ADC 3 will indicate 146 KIAS.
5. With the RAT deployed, L FUEL LO PRESS and/or
R FUEL LO PRESS caution message(s) may be displayed.
Engine operation is not affected.
6. Autopilot/flight guidance should be coupled to PFD displaying
ADC 1 data.
7. With RAT deployed, RSVM requirements are no longer met.
(3) RMU ..........................................................Select ATC 2
NOTE
Transponder altitude will not be available.

(5) STALL PUSHER

(either L or R) switch ...............................................OFF • STALL PROTECT FAIL
caution message on.
(6) L and R ENG BLEED switches ................................ ON • L−R BLEED ON status
message on.
(7) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(8) L or R PACK switch .................................................OFF • L (R) PACK OFF status
message on.
(9) PACK CONTROL switch ........................................ MAN • L−R PACK MAN TEMP
status message on.
(10) Associated COLD / HOT switch ........................... Adjust as required
▼

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−09−4 CSP 700−6
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)
(11) BLEED / AIR RECIRC switch ..................................OFF • RECIRC FAN OFF status
message on.
At 37,000 feet and below:
(12) APU .................................................................... START
NOTE
Each APU start attempt consumes approximately 1 minute of battery life.
APU generator comes on-line:
Yes
Re-establish normal power:
(13) RAT GEN switch..............................................OFF • RAT GEN OFF status
message on.
(14) PRESSURIZATION,
AUTO / MAN switch..................... MAN then AUTO to restore outflow valve
function.
• MAN PRESS CONTROL
status message on then
out.
(15) CAS messages........................................... Review
(16) Affected systems ....................................... Restore
(17) Land at the nearest suitable airport.
Prior to landing:
(18) Approach speed ..............................VREF (FLAPS 30°)
+10 KIAS
(19) Actual landing distance........................ INCREASE as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 03−09−5
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
RAT GEN ON advisory message ON:
Yes
The RAT is the only generator on line:
▼

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−09−6 CSP 700−6
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)

CAUTION
Below 147 knots the RAT generator will be inoperative and
the aircraft will be operating on battery power only,
affecting the following significant systems:
• Slat / Flap is inoperative
• Pitch trim is inoperative
• Nosewheel steering is inoperative
• Engine EPR control may be unavailable.
(13) Airspeed...........................maintain above 150
KIAS until ready to land
(14) CAS messages ................................... Review affected systems
NOTE
1. Copilot’s displays are inoperative.
2. Pilot’s navigation, communication and transponder systems
are inoperative.
3. One pair of ground and two pairs of flight spoilers are
inoperative.
4. All primary and transfer fuel pumps are inoperative.
5. Automatic bleed selections are inoperative.
6. Autopilot is inoperative.
7. ADC 2 is inoperative.
8. Slat / Flap will operate at half speed.
(15) Land immediately at the nearest suitable airport.
During approach − prior to reducing speed below 150 knots:
(16) Landing gear..............................................DN
(17) Slat / Flap lever.................................. OUT/30
Prior to landing:
(18) Approach speed.......................VREF (FLAPS 30°)
+10 KIAS
(19) Actual landing distance.................INCREASE as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.48 (48%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 03−09−7
EMERGENCY PROCEDURES
ELECTRICAL

1. ELECTRICAL (CONT'D)
A. EMER PWR ONLY (Warning) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
The RAT hydraulic pump will typically provide operating
pressure down to approximately 80 knots.
No
BATT EMER PWR ON advisory message ON:
The batteries are powering the DC ESS and DC BAT bus:

WARNING

DC battery power will be lost in approximately 15 minutes.

(13) CAS messages........................................... Review affected systems.
▼

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EMERGENCY PROCEDURES
ELECTRICAL

(1) Take-off ....................................................... Discontinue immediately.

———— END ————

B. Aileron System Jammed

Indication: Higher than normal aileron control surface loads after autopilot
disengagement.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Aileron controls............................................. Overpower Attempt to overpower jammed
condition from each pilot
station to determine operable
side of aileron control system.
(3) Determine which side of system is jammed. Pilot with the operable side
takes control.
On the operative side:
(4) ROLL SPLRS switch ..................................... PLT ROLL (CPLT ROLL)
• PLT ROLL SPLRS or
CPLT ROLL SPLRS status
message on.
(5) Land at the nearest suitable airport with minimum turbulence and cross-wind.
———— END ————

REV 80, Jun 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 03−10−1
EMERGENCY PROCEDURES
FLIGHT CONTROLS

1. FLIGHT CONTROLS (CONT'D)

C. Elevator System Jammed

Indication: Higher than normal elevator control surface loads after autopilot
disengagement.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Elevator controls........................................... Overpower Attempt to overpower jammed
condition from each pilot
station to determine operable
side of elevator control
system.
(3) Determine which side of system is jammed. Pilot with the operable side
takes control.
Use stabilizer trim to compensate if elevator jam has occurred away from the trimmed
position.
(4) Avoid excessive elevator deflection.
(5) STALL PUSHER (either L or R) ..............................OFF • STALL PROTECT FAIL
caution message on.
(6) Airspeed ............................................. Between 200 and
250 KIAS
(7) Land at the nearest suitable airport with minimum turbulence.
Prior to landing:
(8) Airspeed ................................................ VREF (FLAP 30°) +
10 KIAS
(9) Actual landing distance .................................... Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−10−2 CSP 700−6
EMERGENCY PROCEDURES
FLIGHT CONTROLS

1. FLIGHT CONTROLS (CONT'D)

C. Elevator System Jammed (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

———— END ————

D. Rudder System Jammed

Indication: Higher than normal rudder control surface loads.
(1) Altitude .................................................... Not more than
41,000 feet
Both yaw dampers are inoperative.
(2) Autopilot ....................................................... Disconnect if coupled.
(3) Rudder pedals .............................................. Overpower Attempt to overpower jammed
condition.
(4) Land at the nearest suitable airport with minimum turbulence and cross-wind.
If unable to overpower:
Use aileron and differential thrust to maintain straight flight until touchdown.
Prior to landing:
(5) Airspeed ................................................ VREF (FLAP 30°) +
10 KIAS
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REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
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EMERGENCY PROCEDURES
FLIGHT CONTROLS

1. FLIGHT CONTROLS (CONT'D)

D. Rudder System Jammed (Cont’d)

(6) Actual landing distance .................................... Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

———— END ————

E. Horizontal Stabilizer Jammed

Indication: Higher than normal stick force and inability to trim in pitch.
(1) Autopilot ....................................................... Disconnect if coupled.
(2) Land at the nearest suitable airport with minimum turbulence.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−10−4 CSP 700−6
EMERGENCY PROCEDURES
FLIGHT CONTROLS

1. FLIGHT CONTROLS (CONT'D)

F. Stabilizer Trim Runaway

Indication: Stabilizer trim changes without pilot or autopilot input, stabilizer in motion
aural warning clacker, higher than normal and increasing pitch control
forces, abnormal/uncommanded change in pitch attitude.

(1) MASTER DISC .......................................... Press & hold

(2) Both STAB CH1 and CH2 .......................................OFF
(3) MASTER DISC ..................................................Release

(4) Airspeed ............................................................... Adjust to minimize out of trim

condition
NOTE
1. If a pull force is required, increase airspeed. If a push force
is required, decrease airspeed.
2. Do not exceed VMO / MMO or minimum maneuvering speed
as appropriate.
3. Flight spoilers will reduce airspeed and provide nose up
pitch.
4. Flap extension will result in a nose down pitch.
5. Reducing thrust will reduce airspeed and provide nose up
pitch.
6. Autopilot, stabilizer trim and Mach trim are not available.
(5) Land at the nearest suitable airport at VREF (Flaps 30°).

WARNING

In the event of a go−around, increasing thrust will increase nose

down forces. Increase thrust slowly to avoid excessive pitch
force.
———— END ————

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CSP 700−6 03−10−5
EMERGENCY PROCEDURES
FLIGHT CONTROLS

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Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
03−10−6 CSP 700−6
EMERGENCY PROCEDURES
ICE AND RAIN PROTECTION

1. ICE AND RAIN PROTECTION

A. WING A/ICE OVHT (Warning)
Indication: WING A/ICE OVHT warning message on.
CAS Desc.: Overtemperature detected in wing anti-ice system.
(1) WING switch............................................................OFF
L(R) BLEED SYS FAIL Caution present:
Yes
(2) Affected ENG BLEED switch...........................OFF • L (R) ENG BLEED OFF
status message on.
(3) WING XBLEED switch........................ FROM L (R) • WING XBLEED
FROM L (R)status message
on.
(4) WING switch..................................................... ON • WING A/ICE ON status
message on.
WING A/ICE OVHT Warning persists:
Yes
(5) WING switch ............................................OFF
(6) Leave icing conditions.
If required
(7) Ice Dispersal Procedure ...............Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − ICE AND RAIN
PROTECTION.
− END −
No
(5) No further action required.
− END −
No
WING A/ICE OVHT warning persists after 30 seconds :
Yes
(2) Leave icing conditions.
If required:
(3) Ice Dispersal Procedure ...................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − ICE AND RAIN
PROTECTION.
− END −
No
(2) WING XBLEED switch ..................................... FROM L • WING XBLEED FROM L
status message on.
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REV 58, Sep 29, 2008 Flight Crew Operating Manual Volume 1
CSP 700−6 03−11−1
EMERGENCY PROCEDURES
ICE AND RAIN PROTECTION

1. ICE AND RAIN PROTECTION (CONT'D)

A. WING A/ICE OVHT (Warning) (Cont’d)
(3) WING switch............................................................. ON • WING A/ICE ON status
message on.
(4) Wing anti-ice operation....................................... Monitor
WING A/ICE OVHT warning reappears:
Yes
(5) WING switch....................................................OFF
WING A/ICE OVHT warning persists after 30 seconds:
Yes
(6) Leave icing conditions.
If required:
(7) Ice Dispersal Procedure ...............Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − ICE AND RAIN
PROTECTION.
− END −
No
(6) WING XBLEED switch..............................FROM R • WING XBLEED FROM R
status message on.
(7) WING switch..................................................... ON • WING A/ICE ON status
message on.
(8) Wing anti-ice operation............................... Monitor
WING A/ICE OVHT warning reappears:
Yes
(9) WING switch ............................................OFF
(10) Leave icing conditions.
If required:
(11) Ice Dispersal Procedure ...............Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − ICE AND RAIN
PROTECTION.
− END −
No
(9) No further action required.
− END −
No
(5) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 58, Sep 29, 2008
03−11−2 CSP 700−6
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS

A. Unreliable Airspeed

WARNING

1. Symptoms of unreliable airspeed may be subtle and may include:

• Pitch attitude, thrust setting or external noise not consistent with indicated airspeed;
• Loss of multiple airspeed indications;
• Airspeed indication(s) remain constant regardless of pitch or thrust adjustments; and/or
• Presence of ALL ADC MISCMP (Caution) or IAS annunciation on the PFD. No crew
action is required for these messages.
2. If doubt exists about the reliability of aircraft airspeed indications, aircraft control must be
established and maintained by the use of pitch and thrust settings.
3. Stick shaker must be respected.
4. Do not follow FD guidance during an Unreliable Airspeed event.

(1) Autopilot ........................................................Disengage

(2) Autothrottle ................................................... Disconnect
(3) FD........................................................... Off / Disregard
If below safe altitude:
(4) Pitch ........................................................................ Set: 12.5 degrees (Below 10,000
ft)
7.5 degrees (Above 10,000 ft)
(5) Thrust levers........................................... MAX THRUST
(6) FLIGHT SPOILER lever ................................. Retracted
(7) Landing gear ............................................................. UP
(8) SLAT / FLAP configuration ................................. Retract to IN/0 in stages
(9) Climb .................................................. To a safe altitude

Above safe altitude:

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CSP 700−6 03−12−1
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Aircraft weight is less than 70,000 lbs:
Yes

Stabilize aircraft in level flight:

(10) Pitch and thrust................................................. Set
NOTE
1. Although engines are in EPR mode, refer to N1 for thrust
setting in the table below.
2. Pitch and thrust settings will give approximate level flight,
and may result in slight climb or descent. Maintain specified
pitch and adjust N1 to stop climb/descent. Precise
stabilization on altitude may take several minutes.
3. Expected KIAS / Mach are listed as a range in the tabular
data that follows. KIAS / Mach varies according to ambient
temperature conditions and precise aircraft weight.
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 1.5 83.0 .76 − .83
45,000 1.5 83.0 .74 − .83
40,000 1.0 80.5 .73 − .82
35,000 0.5 79.0 .74 − .82
30,000 0.5 76.0 250 − 280
25,000 0.5 73.5 255 − 285
20,000 0.5 70.5 255 − 285
15,000 2.0 59.5 195 − 225
10,000 2.0 57.0 195 − 225
5,000 2.0 55.0 195 − 225
0 2.0 52.5 195 − 225
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03−12−2 CSP 700−6
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

CAUTION
Some unreliable airspeed events may result in
compromised engine control while in EPR mode,
particularly at high altitude. Once aircraft is stabilized, set
engines to alternate (N1) mode for remainder of flight. After
changing from EPR to alternate (N1) mode, thrust levers
may need small adjustments to return to previously set N1
value.
(11) ENGINE (one at a time)..................................... N1
(12) Stall pusher switch (left or
right) ................................................................OFF
(13) AURAL WARNING IAC 1
and IAC 2................................................... MUTED if required
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

CAUTION
1. Although airspeed sources may become reliable as ambient
conditions change, further degradation may occur during the flight.
Primary aircraft control should be maintained at all times with
reference to the pitch and thrust data that follows, with airspeed
used as a secondary reference only if determined to be reliable.
2. Consider airspeed as a reliable secondary reference only if at least
two ADC sources agree and have been cross−checked with pitch
and thrust data that follow.
3. Rudder travel limits may be inappropriate for phase of flight. Avoid
excessive rudder inputs.
4. Land at nearest suitable airport.

NOTE
1. The following items should be considered unreliable:
• FPV
• FD
• Wind vector
• Airspeed trend vector
• Acceleration cue.
2. Check all available data sources, including:
• NAV INDEX→POS SENSORS→GPS STATUS for
GPS altitude
• Ground speed readout.
3. The following items are reliable:
• PFD and ISI pitch ladders
• N1 display
• FMS lateral navigation
• Green needle navigation.
(14) PFD 2 ADC reversion switch ................... Consider selecting ADC 3
(15) Choose applicable phase of flight:
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Climb:
Yes
(16) Pitch and thrust..........................................Set
CLIMB - FLAPS / SLATS RETRACTED - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
0 12.5 90.0 295 − 325
5,000 12.5 90.0 285 − 315
10,000 12.5 90.0 240 − 270
15,000 7.5 88.0 275 − 305
20,000 7.5 88.0 240 − 270
25,000 7.5 88.0 205 − 235
30,000 2.5 88.0 285 − 315
35,000 2.5 88.0 .76 − .84
40,000 2.5 88.0 .73 − .82
45,000 2.5 88.0 .72 − .82
50,000 2.5 88.0 .75 − .81
− END −
No
Cruise:
Yes
(16) Pitch and thrust..........................................Set
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 1.5 83.0 .76 − .83
45,000 1.5 83.0 .74 − .83
40,000 1.0 80.5 .73 − .82
35,000 0.5 79.0 .74 − .82
30,000 0.5 76.0 250 − 280
25,000 0.5 73.5 255 − 285
20,000 0.5 70.5 255 − 285
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

LEVEL FLIGHT - FLAPS / SLATS RETRACTED - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
15,000 2.0 59.5 195 − 225
10,000 2.0 57.0 195 − 225
5,000 2.0 55.0 195 − 225
0 2.0 52.5 195 − 225
− END −
No
Descent:
Yes
(16) Pitch and thrust..........................................Set
DESCENT - FLAPS / SLATS RETRACTED - IDLE - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 0.5 IDLE .78 − .81
45,000 −0.5 IDLE .76 − .82
40,000 −1.5 IDLE .72 − .80
35,000 −3.0 IDLE .71 − .80
30,000 −3.0 IDLE 235 − 265
25,000 −3.0 IDLE 235 − 265
20,000 −3.0 IDLE 235 − 265
15,000 −3.0 IDLE 235 − 265
10,000 −3.0 IDLE 235 − 265
5,000 −2.0 IDLE 210 − 240
0 −2.0 IDLE 210 − 240
− END −
No
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Level−Off:
Yes
(16) Pitch and thrust..........................................Set
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - LESS THAN 70,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
15,000 2.0 59.5 195 − 225
10,000 2.0 57.0 195 − 225
5,000 2.0 55.0 195 − 225
0 2.0 52.5 195 − 225

NOTE
1. Select the longest, widest runway available with
minimum crosswinds.
2. Select an ILS approach if available.
(17) Actual landing distance..................... Increase as applicable by the factor
given below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System −
Introduction of Wheel Speed Transducer Part No. 140−209−4
(GW415−1050−9)

− END −
No
Approach:
Yes
When stabilized:

NOTE
SLAT/FLAP settings must be made in deliberate
stages with pauses to stabilize at each step. This will
optimize aircraft controllability and minimize the
chance of SLAT/FLAP over speed.
(16) SLAT/FLAP lever ...................Select in stages as required to achieve OUT/6
(17) Pitch and thrust..........................................Set
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH CONFIGURATION LEVEL FLIGHT - LEVEL FLIGHT-FLAPS 0 /
SLATS OUT AND FLAPS 6 / SLATS OUT - LESS THAN 70,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
180 − 210 Flaps 0°/Slats Out Gear Up
15,000 to 0 160 − 190 Flaps 6°/Slats Out Gear Up
3.5 59.5
(18) SLAT/FLAP lever ............................... OUT/16
(19) Pitch and thrust..........................................Set
APPROACH - FLAPS 16 / SLATS OUT - LANDING GEAR UP - LEVEL FLIGHT
- LESS THAN 70,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 160 − 190 1.0 63.5
(20) Landing gear lever .....................................DN
(21) Pitch and thrust................................. Maintain
APPROACH - FLAPS 16 / SLATS OUT - LANDING GEAR DOWN - LEVEL
FLIGHT - LESS THAN 70,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 145 − 175 1.0 63.5
(22) SLAT/FLAP lever ............................... OUT/30
(23) Pitch and thrust..........................................Set
APPROACH - FLAPS 30 / SLATS OUT - LANDING GEAR DOWN - LEVEL
FLIGHT - LESS THAN 70,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 135 − 165 0.5 70.5
Final Approach:
(24) Pitch and thrust..........................................Set
NOTE
Adjust N1 as required to maintain 3 degree descent path.
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH - FLAPS 30 / SLATS OUT - LANDING GEAR DOWN - 3 DEGREE
G/S - LESS THAN 70,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 3.0 59.0
10,000 3.0 56.0
VREF − VREF+10
5,000 3.0 53.0
0 3.0 50.0
After landing:
(25) FLIGHT SPOILER lever.......................... MAX
− END −
No

Go−Around:
(16) Pitch.................................................................. Set 12.5 degrees (SL to 5,000 ft)
10.0 degrees (5,000 ft to
10,000 ft)
7.5 degrees (10,000 ft to
20,000 ft)
(17) Thrust ..................................................Set 88% N1
(18) Flight Spoiler lever.................................. Retracted
(19) Landing gear...................................................... UP
(20) SLAT / FLAP configuration .......... Retract to IN/0 in
stages
(21) Climb .......................................... To a safe altitude
Above Safe Altitude:
(22) Go to Level−Off Phase of Flight.
− END −
No
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Aircraft weight is 70,000 to 85,000 lbs:
Yes

Stabilize aircraft in level flight:

(10) Pitch and thrust................................................. Set
NOTE
1. Although engines are in EPR mode, refer to N1 for thrust
setting in the table below.
2. Pitch and thrust settings will give approximate level flight,
and may result in slight climb or descent. Maintain specified
pitch and adjust N1 to stop climb/descent. Precise
stabilization on altitude may take several minutes.
3. Expected KIAS / Mach are listed as a range in the tabular
data that follows. KIAS / Mach varies according to ambient
temperature conditions and precise aircraft weight.
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 −− −− −−
45,000 2.5 85.5 .75 − .82
40,000 1.5 83.0 .75 − .84
35,000 1.0 80.0 .74 − .82
30,000 1.0 77.5 260 − 290
25,000 1.0 74.5 260 − 290
20,000 1.0 71.5 260 − 290
15,000 3.5 63.0 195 − 225
10,000 3.5 60.5 195 − 225
5,000 3.5 57.5 195 − 225
0 3.5 55.0 195 − 225
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1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Volume 1 Flight Crew Operating Manual REV 103, Feb 21, 2020
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

REV 104, May 21, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 03−12−13
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Climb:
Yes
(16) Pitch and thrust..........................................Set
CLIMB - FLAPS / SLATS RETRACTED - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
0 12.5 90.0 265 − 295
5,000 12.5 90.0 230 −260
10,000 12.5 90.0 200 − 230
15,000 7.5 90.0 280 − 310
20,000 7.5 92.0 240 − 270
25,000 7.5 92.0 215 − 245
30,000 2.5 92.0 300 − 330
35,000 2.5 92.0 .78 − .86
40,000 2.5 92.0 .77 − .84
45,000 2.5 92.0 .78 − .83
50,000 −− −− −−
− END −
No
Cruise:
Yes
(16) Pitch and thrust..........................................Set
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 −− −− −−
45,000 2.5 85.5 .75 − .82
40,000 1.5 83.0 .75 − .84
35,000 1.0 80.0 .74 − .82
30,000 1.0 77.5 260 − 290
25,000 1.0 74.5 260 − 290
20,000 1.0 71.5 260 − 290
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

LEVEL FLIGHT - FLAPS / SLATS RETRACTED - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
15,000 3.5 63.0 195 − 225
10,000 3.5 60.5 195 − 225
5,000 3.5 57.5 195 − 225
0 3.5 55.0 195 − 225
− END −
No
Descent:
Yes
(16) Pitch and thrust..........................................Set
DESCENT - FLAPS / SLATS RETRACTED - IDLE - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 −− −− −−
45,000 −0.5 IDLE .81 − .83
40,000 −1.5 IDLE .79 − .84
35,000 −3.0 IDLE .79 − .85
30,000 −3.0 IDLE 265 − 295
25,000 −3.0 IDLE 265 − 295
20,000 −3.0 IDLE 265 − 295
15,000 −3.0 IDLE 265 − 295
10,000 −3.0 IDLE 265 − 295
5,000 −2.0 IDLE 240 − 270
0 −2.0 IDLE 240 − 270
− END −
No
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Level−Off:
Yes
(16) Pitch and thrust..........................................Set
LEVEL FLIGHT - FLAPS/SLATS RETRACTED - 70,000 LBS TO 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
15,000 3.5 63.0 195 − 225
10,000 3.5 60.5 195 − 225
5,000 3.5 57.5 195 − 225
0 3.5 55.0 195 − 225

NOTE
1. Select the longest, widest runway available with
minimum crosswinds.
2. Select an ILS approach if available.
(17) Actual landing distance..................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)
t

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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System −
Introduction of Wheel Speed Transducer Part No. 140−209−4
(GW415−1050−9)

− END −
No
Approach:
Yes
When stabilized:

NOTE
SLAT/FLAP settings must be made in deliberate
stages with pauses to stabilize at each step. This will
optimize aircraft controllability and minimize the
chance of SLAT/FLAP over speed.
(16) SLAT/FLAP lever ...................Select in stages as required to achieve OUT/6
(17) Pitch and thrust..........................................Set
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1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH CONFIGURATION LEVEL FLIGHT - LEVEL FLIGHT - FLAPS 0 /
SLATS OUT AND FLAPS 6 / SLATS OUT- 70,000 TO 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 180 − 210 Flaps 0°/Slats Out Gear Up
160 − 190 Flaps 6°/Slats Out Gear Up
5.0 62.5
(18) SLAT/FLAP lever ............................... OUT/16
(19) Pitch and thrust..........................................Set
APPROACH - FLAPS 16 / SLATS OUT - LANDING GEAR UP - LEVEL FLIGHT
- 70,000 TO 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 160 − 190 3.0 66.5
(20) Landing gear lever .....................................DN
(21) Pitch and thrust................................. Maintain
APPROACH - FLAPS 16 / SLATS OUT - LANDING GEAR DOWN - LEVEL
FLIGHT - 70,000 TO 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 145 − 175 3.0 66.5
(22) SLAT/FLAP lever ............................... OUT/30
(23) Pitch and thrust..........................................Set
APPROACH - FLAPS 30 / SLATS OUT - LANDING GEAR DOWN - LEVEL
FLIGHT - 70,000 TO 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 135 − 165 2.5 73.0
Final Approach:
(24) Pitch and thrust..........................................Set
NOTE
Adjust N1 as required to maintain 3 degree descent path.
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH FLAPS 30 / SLATS OUT LANDING GEAR DOWN - 3 DEGREE
G/S - 70,000 TO 85,000 LBS
EXPECTED SPD INITIAL THRUST
ALT (FT) RANGE PITCH (°) (%N1)
KIAS/MACH
15,000 3.0 64.0
10,000 3.0 60.5
VREF − VREF+10
5,000 3.0 57.5
0 3.0 54.5
After landing:
(25) FLIGHT SPOILER lever.......................... MAX
− END −
No

Go−Around:
(16) Pitch.................................................................. Set 12.5 degrees (SL to 5,000 ft)
10. degrees (5,000 ft to
10,000 ft)
7.5 degrees (10,000 ft to
20,000 ft)
(17) Thrust ..................................................Set 88% N1
(18) Flight Spoiler lever.................................. Retracted
(19) Landing gear...................................................... UP
(20) SLAT / FLAP configuration .......... Retract to IN/0 in
stages
(21) Climb .......................................... To a safe altitude
Above Safe Altitude:
(22) Go to Level−Off Phase of Flight.
− END −
No
Aircraft weight is more than 85,000 lbs:
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Stabilize aircraft in level flight:
(10) Pitch and thrust ........................................................ Set

NOTE
1. Although engines are in EPR mode, refer to N1 for thrust setting in
the table below.
2. Pitch and thrust settings will give approximate level flight, and may
result in slight climb or descent. Maintain specified pitch and adjust
N1 to stop climb/descent. Precise stabilization on altitude may take
several minutes.
3. Expected KIAS / Mach are listed as a range in the tabular data that
follows. KIAS / Mach varies according to ambient temperature
conditions and precise aircraft weight.

LEVEL FLIGHT - FLAPS / SLATS RETRACTED - MORE THAN 85,000 LBS

EXPECTED SPD
ALT (FT) PITCH (°) N1%
RANGE KIAS/MACH
50,000 −− −− −−
45,000 −− −− −−
40,000 2.5 86.0 .75 − .80
35,000 2.0 82.5 .73 − .80
30,000 2.0 79.5 250 − 280
25,000 2.0 76.0 250 − 280
20,000 2.0 73.5 260 − 290
15,000 5.0 67.5 195 − 220
10,000 5.0 64.5 195 − 220
5,000 5.0 61.5 195 − 220
0 5.0 59.0 195 − 220

CAUTION
Some unreliable airspeed events may result in compromised
engine control while in EPR mode, particularly at high altitude.
Once aircraft is stabilized, set engines to alternate (N1) mode
for remainder of flight. After changing from EPR to alternate
(N1) mode, thrust levers may need small adjustments to return
to previously set N1 value.
(11) ENGINE (one at a time) ............................................ N1
(12) Stall pusher switch (left or right) ..............................OFF
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

(13) AURAL WARNING IAC 1 and IAC
2 ........................................................................ MUTED if required

CAUTION
1. Although airspeed sources may become reliable as ambient conditions
change, further degradation may occur during the flight. Primary aircraft
control should be maintained at all times with reference to the pitch and
thrust data that follows, with airspeed used as a secondary reference
only if determined to be reliable.
2. Consider airspeed as a reliable secondary reference only if at least two
ADC sources agree and have been cross−checked with pitch and thrust
data that follow.
3. Rudder travel limits may be inappropriate for phase of flight. Avoid
excessive rudder inputs.
4. Land at nearest suitable airport.

NOTE
1. The following items should be considered unreliable:
• FPV
• FD
• Wind vector
• Airspeed trend vector
• Acceleration cue.
2. Check all available data sources, including:
• NAV INDEX→POS SENSORS→GPS STATUS for GPS
altitude
• Ground speed readout.
3. The following items are reliable:
• PFD and ISI pitch ladders
• N1 display
• FMS lateral navigation
• Green needle navigation.
(14) PFD 2 ADC reversion switch ........................... Consider selecting ADC 3
(15) Choose applicable phase of flight:

REV 104, May 21, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 03−12−21
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Climb:
Yes
(16) Pitch and thrust................................................. Set
CLIMB - FLAPS / SLATS RETRACTED - MORE THAN 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
0 12.5 90.0 245 − 275
5,000 12.5 90.0 210 − 240
10,000 12.5 90.0 190 − 220
15,000 7.5 92.0 260 − 290
20,000 7.5 92.0 230 − 260
25,000 7.5 92.0 210 − 240
30,000 2.5 92.0 295 − 325
35,000 2.5 92.0 .77 − .85
40,000 2.5 92.0 .78 − .84
45,000 −− −− −−
50,000 −− −− −−
− END −
No
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Cruise:
Yes
(16) Pitch and thrust................................................. Set
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - MORE THAN 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1% RANGE
KIAS/MACH
50,000 −− −− −−
45,000 −− −− −−
40,000 2.5 86.0 .75 − .80
35,000 2.0 82.5 .73 − .80
30,000 2.0 79.5 250 − 280
25,000 2.0 76.0 250 − 280
20,000 2.0 73.5 260 − 290
15,000 5.0 67.5 195 − 220
10,000 5.0 64.5 195 − 220
5,000 5.0 61.5 195 − 220
0 5.0 59.0 195 − 220
− END −
No
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Descent:
Yes
(16) Pitch and thrust................................................. Set
DESCENT - FLAPS / SLATS RETRACTED - IDLE - MORE THAN 85,000 LBS

EXPECTED SPD
ALT (FT) PITCH (°) N1%
RANGE KIAS/MACH
50,000 −− −− −−
45,000 −− −− −−
40,000 −1.5 IDLE .73 − .85
35,000 −3.0 IDLE .84 − .87
30,000 −3.0 IDLE 290 − 320
25,000 −3.0 IDLE 290 − 320
20,000 −3.0 IDLE 290 − 320
15,000 −3.0 IDLE 290 − 320
10,000 −3.0 IDLE 290 − 320
5,000 −2.0 IDLE 265 − 290
0 −2.0 IDLE 265 − 290

− END −
No
Level−Off:
Yes
(16) Pitch and thrust................................................. Set
LEVEL FLIGHT - FLAPS / SLATS RETRACTED - MORE THAN 85,000 LBS
EXPECTED SPD
ALT (FT) PITCH (°) N1%
RANGE KIAS/MACH
15,000 5.0 67.5 195 − 220
10,000 5.0 64.5 195 − 220
5,000 5.0 61.5 195 − 220
0 5.0 59.0 195 − 220

NOTE
1. Select the longest, widest runway available with
minimum crosswinds.
2. Select an ILS approach if available.
(17) Actual landing distance............................. Increase as applicable by factor given
below:

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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)
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PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

AIRPORT ALTITUDE
BELOW 6000 FT 6000 FT to 10000 FT BELOW 6000 FT 6000 FT to 10000 FT
At and Below 35,652 kg (78,600 lb) MLW
1.37 (37%) 1.67 (67%) 1.34 (34%) 1.50 (50%)
Above 35,652 kg (78,600 lb) MLW
1.71 (71%) 1.78 (78%) 1.46 (46%) 1.52 (52%)

− END −
No
Approach:
Yes
When stabilized:

NOTE
SLAT/FLAP settings must be made in deliberate stages
with pauses to stabilize at each step. This will optimize
aircraft controllability and minimize the chance of
SLAT/FLAP over speed.
(16) SLAT/FLAP lever.......................... Select in stages as required to achieve OUT/6
(17) Pitch and thrust................................................. Set

Volume 1 Flight Crew Operating Manual REV 104, May 21, 2020
03−12−26 CSP 700−6
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH CONFIGURATION LEVEL FLIGHT - LEVEL FLIGHT - FLAPS 0 /
SLATS OUT AND FLAPS 6 / SLATS OUT - MORE THAN 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 170 − 200 Flaps 0°/Slats Out Gear Up
155 − 185 Flaps 6°/Slats Out Gear Up
7.5 67.0
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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

(18) SLAT/FLAP lever....................................... OUT/16
(19) Pitch and thrust................................................. Set
APPROACH FLAPS 16 / SLATS OUT - LANDING GEAR UP - LEVEL FLIGHT -
MORE THAN 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 155 − 185 5.5 71.0
(20) Landing gear lever.............................................DN
(21) Pitch and thrust......................................... Maintain
APPROACH FLAPS 16 / SLATS OUT - LANDING GEAR DOWN - LEVEL FLIGHT -
MORE THAN 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 145 − 175 5.5 71.0
(22) SLAT/FLAP lever....................................... OUT/30
(23) Pitch and thrust................................................. Set
APPROACH FLAPS 30 / SLATS OUT - LANDING GEAR DOWN - LEVEL FLIGHT -
MORE THAN 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 to 0 135 − 165 5.5 76.5
Final Approach:
(24) Pitch and thrust................................................. Set
NOTE
Adjust N1 as required to maintain 3 degree descent path.

Volume 1 Flight Crew Operating Manual REV 103, Feb 21, 2020
03−12−28 CSP 700−6
EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

A. Unreliable Airspeed (Cont’d)

APPROACH - FLAPS 30 / SLATS OUT - LANDING GEAR DOWN - 3 DEGREE G/S -
MORE THAN 85,000 LBS
EXPECTED SPD
INITIAL THRUST
ALT (FT) RANGE PITCH (°)
(%N1)
KIAS/MACH
15,000 3.0 69.0
10,000 3.0 65.0
VREF − VREF+10
5,000 3.0 62.0
0 3.0 59.0
After landing:
(25) FLIGHT SPOILER lever ................................. MAX
− END −
No

Go−Around:
(16) Pitch ......................................................................... Set 12.5 degrees (SL to 5,000 ft)
10. 0 degrees (5,000 ft to
10,000 ft)
7.5 degrees (10,000 ft to
20,000 ft)
(17) Thrust ..........................................................Set 88% N1
(18) FLIGHT SPOILER lever ................................. Retracted
(19) Landing gear ............................................................. UP
(20) SLAT / FLAP configuration.................. Retract to IN/0 in
stages
(21) Climb .................................................. To a safe altitude
Above Safe Altitude:
(22) Go to Level−Off Phase of Flight.
———— END ————

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EMERGENCY PROCEDURES
PRIMARY FLIGHT DISPLAYS

1. PRIMARY FLIGHT DISPLAYS (CONT'D)

B. CHECK PFD (Warning)

Indication: CHECK PFD warning message on.
CAS Desc.: Both PFD’s have misleading data in flight.

(1) Standby instruments....................... Utilize/ Cross-check

DC ESS BUS caution message on:

Yes
(2) DC ESS BUS FAIL (Caution)
Procedure ............................................ Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − ELECTRICAL.
− END −
No
(2) Applicable reversion knobs
(PFD 1 & PFD 2) ...................................................ALTN
• PFD ALTN − PFD 1 on DU 2 (pilot’s MFD).
• PFD ALTN − PFD 2 on DU 5 (copilot’s MFD).
CHECK PFD warning message persists:
Yes
(3) Applicable reversion knobs
(PFD 1 & PFD 2) ......................................... NORM
(4) SG 1 & SG 2 reversion
knobs .............................................................ALTN
• SG 3 drives DU 1, DU 3, DU 5 and DU 6
(5) Flight Director Data Source
(CPL) ................................................ Select copilot
NOTE
1. Display re-format will occur in approximately 5 seconds.
2. Autopilot/Flight Director LOC tracking may be degraded.
− END −
No
(3) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 103, Feb 21, 2020
03−12−30 CSP 700−6
EMERGENCY PROCEDURES
LANDING GEAR SYSTEM

1. LANDING GEAR SYSTEM

A. GEAR (Warning)
Indication: GEAR warning message and
“GEAR” aural on.
CAS Desc.: Landing attempted with any of the landing gear not down and locked.

(1) Landing Gear Lever...................................................DN

———— END ————

B. Landing Gear Up / Unsafe Landing Procedure

NOTE
1. IF ONE MAIN LANDING GEAR IS UP OR UNSAFE, hold
applicable wing up for as long as possible. Maintain
directional control with rudder and nosewheel steering (if
considered safe). When wing touches the ground, apply
braking as required for directional control.
2. IF NOSE LANDING GEAR IS UP OR UNSAFE, relocate
passengers (if possible) to obtain aft CG. Trim stabilizer
nose-up after touchdown. Gently lower the nose before
elevator effectiveness is lost.
3. IF ALL LANDING GEAR ARE UP OR UNSAFE, utilize
normal approach and landing techniques.
4. IF BOTH MAIN LANDING GEAR CANNOT BE LOCKED,
consideration should be given to landing with all wheels up.
PRELIMINARY
(1) Descent ...................................................................Plan to reduce fuel to a minimum, if
possible.
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EMERGENCY PROCEDURES
LANDING GEAR SYSTEM

1. LANDING GEAR SYSTEM (CONT'D)

B. Landing Gear Up / Unsafe Landing Procedure (Cont’d)

(2) Crew ........................................................ Alert and brief type of emergency, time
available, airplane attitude
after landing and exits
available for evacuation.
Recommended technique when briefing flight attendant:
• Type of emergency,
• Exit plan,
• Signals to be used to warn of impending impact and evacuation, and
• Time remaining until impact.
Recommended technique when designated crewmember prepares cabin:
• Prepare the passengers,
• Ready the cabin,
• Evacuation review, and
• Provide cabin report to PIC.
(3) Air Traffic Control ..................................................Notify
(4) PASS SIGNS switches ............................................. ON
(5) Loose Equipment ............................................... Secure and stow all flight
compartment loose
equipment.
(6) EMS CDU / SYSTEM / NAV page........................ Select
(7) GPWS circuit breaker ............................................. OUT • GPWS SYSTEMS FAIL
advisory message on.
(8) AURAL WARNING switches ............................. MUTED • IAC 1−2 AURAL MUTE
status messages on.
(9) Crew harness and belts............................................. On and tightened.
(10) Shoulder harness reel control ................................... Up and confirm harness locked.
APPROACH
At approximately 2000 feet:
(11) L and R PACK switches ..........................................OFF • L−R PACK OFF status
message on.
(12) EMER DEPRESS switch .......................................... ON • EMER DEPRESS caution
message on.
(13) SLAT / FLAP lever........................................... OUT / 30
(14) APU switch ..............................................................OFF
(15) HYDRAULIC pump 3A and 3B ................................OFF if both main gear are up /
unsafe
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EMERGENCY PROCEDURES
LANDING GEAR SYSTEM

1. LANDING GEAR SYSTEM (CONT'D)

B. Landing Gear Up / Unsafe Landing Procedure (Cont’d)

Isolate fuel system:
(16) AFT XFER switch ....................................................OFF • AFT FUEL XFER OFF
status message on.
(17) L and R AUX PUMP switches .................................OFF • L−R AUX PUMP OFF
status messages on.
At approximately 500 feet:
(18) Brace for impact
(“BRACE, BRACE, BRACE”) ................................Order over PA system.
AFTER LANDING
Landing gear has collapsed or failed to extend:
Yes
(1) L and R ENGINE RUN
switches...........................................................OFF • L−R ENGINE SHUTDOWN
status messages on.
(2) L and R FIRE DISCH
handles .......................................................... PULL • L−R ENG SOVS CLSD
status messages on.
(3) Emergency Evacuation
Procedure ............................................ As required
Refer to Chapter 3; EMERGENCY PROCEDURES − EMERGENCY
EVACUATION.
− END −
No
(1) HYDRAULIC pump 3A and 3B ......................... Both ON
• Do not stow the landing gear manual release handle
(2) Ground lock safety pins ........................................ Install as soon as practicable.
———— END ————

C. Landing Gear Lever Jammed in the UP Position Procedure

(1) Manual Landing Gear Extension
Procedure .................................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − LANDING GEAR, WHEEL AND
BRAKE SYSTEM.
———— END ————

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CSP 700−6 03−13−3
EMERGENCY PROCEDURES
LANDING GEAR SYSTEM

1. LANDING GEAR SYSTEM (CONT'D)

D. MLG BAY OVHT (Warning)

Indication: MLG BAY OVHT warning message and
“GEAR BAY OVERHEAT” aural on.
CAS Desc.: Main wheel well overheat.

(1) Airspeed .................................................. Not more than

200 KIAS
(2) Landing gear lever.....................................................DN

(3) Land at the nearest suitable airport.

———— END ————

2. BRAKES SYSTEM
A. PARK / EMER BRAKE ON (Warning)
Indication: PARK / EMER BRAKE ON warning message on and
“NO TAKE-OFF” aural on.
CAS Desc.: Parking brake is on during take-off.

(1) Take-off ....................................................... Discontinue Immediately

———— END ————

B. BRAKE OVHT (Warning)

Indication: BRAKE OVHT warning message on.
CAS Desc.: One or more hot brakes resulting in wheels at fuse plug release
temperature.

(1) Airspeed .................................................. Not more than

200 KIAS
(2) Landing gear lever.....................................................DN Allow brakes to cool before
landing.

When BTMS temperatures decrease to the white range:

(3) BTMS OVHT WARN RESET
switch ................................................................. RESET to reset the system and cancel
the overheat warning.
———— END ————

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
03−13−4 CSP 700−6
EMERGENCY PROCEDURES
LANDING GEAR SYSTEM

2. BRAKES SYSTEM (CONT'D)

C. NORM BRAKE FAIL (Warning)

Indication: NORM BRAKE FAIL warning message and
“NORMAL BRAKE FAIL” aural on.
CAS Desc.: Loss of all normal (pedal) braking.
APPROACH
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.95 (95%) 1.81 (81%)

Extreme caution is required during landing.

Use a combination of rudder and nosewheel steering to maintain directional control.
AFTER TOUCHDOWN

(1) PARK / EMER BRAKE handle ................. Pull gradually

until stopped.

Tire blowout may occur if emergency braking is applied aggressively.

Exercise caution when operating the parking/emergency brake handle. A slow gradual
pull is recommended, to attain the most effective results.
(2) Use of maximum reverse thrust reverse is recommended.
———— END ————

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EMERGENCY PROCEDURES
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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
03−13−6 CSP 700−6
EMERGENCY PROCEDURES
AURAL/VISUAL WARNING SYSTEM

1. GROUND PROXIMITY WARNING SYSTEM

A. GROUND PROXIMITY Warning (PULL UP on PFD and associated aural warning)
Indication: PULL UP on PFD and associated aural warning:
“PULL UP” or “TERRAIN, TERRAIN, PULL UP, PULL UP” or
“OBSTACLE PULL UP”.
CAS Desc.: Prediction for impact with terrain.

(1) Thrust levers........................................... MAX THRUST

(2) Go-Around switch ..................................................Press
(3) Flight spoiler lever .......................................... Retracted
(4) Pitch attitude..............................................Max practical to achieve a speed of not less
than low speed cue.

———— END ————

B. WINDSHEAR Warning (WINDSHEAR on PFD, WINDSHEAR on HUD and WINDSHEAR

aural warning)
Indication: WINDSHEAR on PFD and
“WINDSHEAR, WINDSHEAR, WINDSHEAR” aural warning.
CAS Desc.: Increase in tailwind or decrease in headwind and/or a severe downdraft.

(1) Thrust levers........................................... MAX THRUST

(2) Go-Around .............................................................Press
(3) Flight spoiler lever .......................................... Retracted

Effectivity:
• Airplanes 9002 thru 9431 not incorporating Service Bulletin:
• SB 700−22−005 Modification − Automatic Flight Control System (AFCS) −
Introduction of Windshear Escape Guidance.
(4) Pitch attitude..............................................Max practical to achieve a speed of not
less than low speed cue.

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−22−005 Modification − Automatic Flight Control System (AFCS) −
Introduction of Windshear Escape Guidance.
(4) Pitch attitude......................................................... Adjust follow Windshear Escape
Guidance.

———— END ————

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EMERGENCY PROCEDURES
AURAL/VISUAL WARNING SYSTEM

2. STALL PROTECTION SYSTEM

A. STALL ( PFD annunciation)
Indication: STALL PFD annunciation:
“STALL”.
CAS Desc.: Stick pusher has activated
[Stick pusher has activated]

WARNING

Stall recovery shall be initiated at the first indication of stall as indicated

by activation of stick shaker, STALL aural or airframe buffet.
(1) Stall Recovery Procedure............................ Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − Stall Recovery Procedure
———— END ————

B. Stall Recovery Procedure

WARNING

Stall recovery shall be initiated at the first indication of stall warning as

indicated by activation of stick shaker, STALL aural or airframe buffet.

(1) Autopilot ....................................................... Disconnect if engaged.

(2) Pitch attitude......................................................... Lower to reduce angle of attack.
(3) Thrust levers........................................... MAX THRUST
(4) Flight Spoiler lever.......................................... Retracted
(5) Roll attitude ................................................. Wings level
After airspeed increasing and stall warning indications removed:
(6) Pitch attitude..................................................... Increase Minimize altitude loss avoiding
abrupt maneuvers.

———— END ————

Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
03−14−2 CSP 700−6
NORMAL PROCEDURES
TABLE OF CONTENTS

CHAPTER 04 - NORMAL PROCEDURES

Page

TABLE OF CONTENTS 04−00−1

PREFACE
General 04−01−1
Airplane Preparation Procedures 04−01−1
Normal Procedures 04−01−1

GENERAL INFORMATION
General 04−02−1
Normal Procedures 04−02−1
Normal Checklists 04−02−1
Panel Scan Sequence 04−02−2

STANDARD CALLOUTS
General 04−03−1
Callouts During Take-Off 04−03−1
Callouts During Climb 04−03−2
Callouts During Descent 04−03−2
Callouts During Approach 04−03−2
Callouts During Approach And Landing 04−03−2
Callouts During Go-Around 04−03−3
Callouts During EFVS APPROACH BELOW MINIMUMS (per RSI rev E) 04−03−4
Callouts During Landing Roll 04−03−4
Callouts When Transferring Airplane Control 04−03−5

AIRPLANE PREPARATION
General 04−04−1
Flight Compartment Safety Check (First Flight of the Day) 04−04−2
External Walkaround 04−04−10
Cabin Inspection 04−04−18
Flight Compartment Originating 04−04−19

ENGINE STARTING
Start Check 04−05−1
Engine Start − General 04−05−5
APU Assist Engine Start 04−05−6

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NORMAL PROCEDURES
TABLE OF CONTENTS

Page

ENGINE STARTING
After Start Check 04−05−6

TAXIING AND TAKE-OFF

Taxi Check 04−06−1
Take-Off Check 04−06−2
Bleed Off Take−Off Check 04−06−4
Normal Take-Off 04−06−4
High Crosswind Take-Off 04−06−5
Rolling Take-Off 04−06−6
After Take-Off 04−06−6
After Bleed Off Take-Off Check 04−06−7
Immediate Return Check 04−06−7

CLIMB, CRUISE AND DESCENT

Climb Check 04−07−1
Cruise 04−07−4
Descent 04−07−7
Descent Check 04−07−7

APPROACH AND LANDING

Approach 04−08−1
Maneuvering and Approach Speeds 04−08−2
Holding 04−08−3
Precision (ILS/PAR) Approach 04−08−4
Non-Precision Approach 04−08−6
Circling Approach 04−08−10
Standard Visual Approach 04−08−11
Before Landing Check 04−08−14
Go-Around 04−08−15
Crosswind Landing 04−08−16
Touch-and-Go Landing 04−08−16
Full Stop Landing 04−08−17
After Landing 04−08−18
Taxi Back 04−08−20

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NORMAL PROCEDURES
TABLE OF CONTENTS

Page

SHUTDOWN
Shutdown 04−09−1

TERMINATING
Terminating 04−10−1
Engine Oil Replenishment 04−10−2
APU Oil Replenishment 04−10−3

SHUTDOWN/TERMINATING
Shutdown/Terminating 04−11−1
Shutdown/Terminating 04−11−1

LIST OF ILLUSTRATIONS

GENERAL INFORMATION
Figure 04−02−1 Panel Scan Sequence 04−02−2

AIRPLANE PREPARATION
Figure 04−04−1 Stabilizer Trim Setting for Take-Off − Slat OUT / FLAP 6° 04−04−29
Figure 04−04−2 Stabilizer Stab Setting for Take-Off − Slat OUT / FLAP 16° 04−04−30

CLIMB, CRUISE AND DESCENT

Figure 04−07−1 Maximum Climb Thrust (CLB), In Flight − Packs On and
Anti-Ice Off 04−07−2
Figure 04−07−2 Maximum Cruise Thrust (CRZ), 0.80 M − Packs On and
Anti-Ice Off 04−07−5
Figure 04−07−3 Maximum Cruise Thrust (CRZ), 0.85 M − Packs On and
Anti-Ice Off 04−07−6
Figure 04−07−4 Maximum Cruise Thrust (CRZ), 0.88 M − Packs On and
Anti-Ice Off 04−07−6

APPROACH AND LANDING

Figure 04−08−1 Precision (ILS/PAR) Approach 04−08−6
Figure 04−08−2 Non−Precision Approach 04−08−9
Figure 04−08−3 Circling Approach 04−08−11
Figure 04−08−4 Standard Visual Approach 04−08−13

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
04−00−4 CSP 700−6
NORMAL PROCEDURES
PREFACE

1. GENERAL
This chapter informs the crew about normal procedures which are necessary for a safe and
orderly operation of the Global Express airplane.
This chapter contains guidance and procedures that have been developed by Bombardier. It may
also contain additional operational guidance that is not found in the Transport Canada approved
AFM. In all cases, these procedures are provided as guidance and recommended practices by
Bombardier, and should not be construed as prohibiting the development of equivalent
procedures.
Normal procedures are presented in the form of a sequence of steps with relevant expanded
information. Generally, all items of a given procedure are intended to prepare the airplane for the
next phase of flight. The procedure items are listed, for each phase of flight, (BEFORE START −
TAXI etc.), in a standardized scan of the flight compartment panels or equipment, except where
required by the logic of action priority.
Besides standardization, this scan:
• Enables the flight crew to more readily memorize the required items,
• Ensures that all necessary actions have been performed in the most efficient manner, and
• Minimizes the time required.

2. AIRPLANE PREPARATION PROCEDURES

The complete airplane preparation procedure is required after an airplane maintenance check,
higher than a transit stop check, before every originating flight and before the first flight of the
day.
It rests upon the judgement of the flight crew to perform the reduced procedure in all other cases,
provided there is no doubt that all safety aspects are covered.

3. NORMAL PROCEDURES
Normal procedures for each flight are performed by recall (memory). After completion of a given
procedure, the related normal checklist is used to ascertain that the airplane is prepared and safe
for the next phase of flight. This requires that all safety items and some selected determinant
operational items be included in the checklist.
All crew members must report to the pilot-in-command all abnormalities discovered during
airplane and systems inspections and checks.

NOTE
Throughout all normal procedures, even when not specifically written, it
is assumed that crew members pay continuous attention to the airplane
systems through periodical checks of the various instruments, displays
and circuit breaker panels.

All checklists which have to be performed on the ground are initiated at the command of the pilot
with every crew member at his/her station.
All checklists which have to be performed in flight are initiated at the command of the PF with
every crew member at his/her station. However, when the copilot is the pilot-flying, the
pilot-in-command will still retain the final authority for all actions directed or performed.
Some normal procedures, which are not routine at the same point of each flight, will be found in
Chapter 7; SUPPLEMENTARY PROCEDURES.

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CSP 700−6 04−01−1
NORMAL PROCEDURES
PREFACE

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
04−01−2 CSP 700−6
NORMAL PROCEDURES
GENERAL INFORMATION

1. GENERAL
Normal Procedures describe actions which are necessary for routine airplane operation:
• The sequence of procedures follow the natural phases of flight.
• The sequence of actions in a procedure follow a standardized scan of panels or equipment
except when required by system logic or priority.
• For all crew actions, relevant expanded information is provided.
All actions (or steps) of a procedure must be performed, for the following reasons:
• They are required to operate the airplane safely in the related phase of flight.
• To prepare the airplane for the following phase of flight.
They should be performed by the assigned crew member to ensure coordinated and safe
operation.
A. Normal Procedures
Normal procedures are usually performed by recall (memory), with the exception of less
frequently used procedures wherein reference to the FCOM is recommended.
During the airplane preparation, the complete pre-flight checks must always be performed:
(1) For every originating flight (Flight crew’s first flight of the day), or
(2) After any non-routine maintenance action, or
(3) After the airplane was left unattended by qualified personnel, or
(4) If there is any crew doubt about the airplane status.
B. Normal Checklists
Normal checklists are used to ensure that a standard flight compartment and airplane
configuration covering all safety aspects is achieved.
Normal checklists are used after the appropriate procedures have been completed. Normal
checklists are read by the copilot when the airplane is on the ground and by the pilot
monitoring (PM) when the airplane is in flight.
After the complete pre-flight check or the reduced check procedure is completed, the pilot
requests the checklist (pre-flight items) from the copilot. All on-ground checklists (except
pre-flight and taxi) are initiated by the pilot by stating “ ..... items”, triggering the copilot to do
the necessary actions. After completion, the copilot offers the respective checklists by
announcing it’s title. The pilot commands reading (or not) by saying: “go-ahead” or “standby”.
Normal checklists are of two types; the challenge and response type and the silent type. In
the challenge and response checklist, the applicable crew member shall respond to the
challenge after having verified the existing configuration. The other crew member shall then
cross-check, whenever feasible, the validity of the response. The challenger shall wait for the
response before proceeding with the checklist. If the actual configuration is not in accordance
with the checklist standard, corrective action shall be initiated. If corrective action is not
possible, the response must be modified to reflect the actual situation.
The silent checklist is accomplished by the designated crew member and does not warrant
any response or verification from the other crew member.
In both checklists however, the applicable crew member shall announce “checklist
completed”, upon completion.

REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 04−02−1
NORMAL PROCEDURES
GENERAL INFORMATION

2. PANEL SCAN SEQUENCE

This figure illustrates the panel scan sequence recommended when accomplishing preflight
checks.
SHADED AREA
DEFINES COPILOT’S
AREA OF
RESPONSIBILITY
2

3
B

1 5 A
4 6
D C

7
E

PILOT’S SIDE COPILOT’S SIDE

SEAT BELTS, HARNESS SEAT BELTS, HARNESS

AND RUDDER PEDALS AND RUDDER PEDALS

HEADSET/BOOM HEADSET/BOOM

1 SIDE CONSOLE A SIDE CONSOLE

2 OVERHEAD PANEL AND STANDBY COMPASS B GLARESHIELD

3 GLARESHIELD C SIDEPANEL

4 SIDEPANEL D EFIS INSTRUMENT PANEL

5
GF0402_001

EFIS INSTRUMENT PANEL E CENTER INSTRUMENT PANEL

6 EICAS PRIMARY & SECONDARY DISPLAY

7 CENTER INSTRUMENT PANEL

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
04−02−2 CSP 700−6
NORMAL PROCEDURES
STANDARD CALLOUTS

1. GENERAL
This section contains information pertaining to crew member responsibility during various phases
of airplane operation.
Orders (callouts requesting a physical action) will be acknowledged by repeating the order prior
to initiating the action, to prevent incorrect responses. This will be followed by a further
acknowledgement when the system has reached the desired position. Other callouts will be
acknowledged by the word “check”.

CALLOUTS DURING TAKE-OFF

CREW
CONDITION CALL MEMBER

When PF starts to advance thrust levers to take-off power Set thrust PF

When take-off thrust is set Thrust − set PM
When PFD shows:
80 knots 80 knots PM
At V1 V1 PM
At VR Rotate PM
At V2 V2 PM
When take-off is to be rejected (for any reason) Reject − max brakes Pilot
When positive rate of climb is attained Positive rate PM
Gear up PF
Landing gear lever and EICAS displays 3 white UP Gear up − Indicated PM
indications
At V2 + 10 to 15 KIAS Select − FLC PF
When FLC mode is engaged on FCP FLC − set PM
At 400 feet AGL, minimum Autopilot − On PF
When autopilot is engaged Autopilot − set PM
At or above 400 feet AGL and speed conditions for flaps Flaps up PF
retraction are fulfilled
When EICAS indicates flaps at zero degrees Flaps up PM
Speed conditions for slats retraction are fulfilled Slats in PF
When EICAS indicates slats are in Slats in PM
Conditions for reduction to climb thrust are fulfilled Climb thrust, PF
After Take-off Check
When climb thrust is set Climb thrust − set PM
When AFTER TAKE-OFF CHECK is completed After Take-off Check − PM
Complete

When landing gear is down with 3 greens indicating Gear down − 3 greens PM
When conditions for flaps extension to 16 degrees/30 Flaps 16−Flaps 30 PF
degrees are fulfilled
When EICAS indicates flaps 16/30 Flaps 16/30 − Indicated PM
When aircraft fully configured for landing Before landing check PF
When BEFORE LANDING CHECK is completed Before landing PM
check−complete
At Final Approach Fix (FAF) Final approach fix PF & PM
(name)
If maximum localizer deviation is exceeded Localizer PM

Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
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NORMAL PROCEDURES
STANDARD CALLOUTS

CALLOUTS DURING APPROACH AND LANDING (CONT'D)

CREW
CONDITION CALL MEMBER

If maximum glideslope deviation is exceeded Glide path PM

If maximum speed deviation is exceeded Speed PM
If maximum descent rate is exceeded Sink rate PM
If maximum altitude deviation is exceeded Altitude PM
1000 feet above Touch Down Zone (TDZ) One thousand feet PM
above ground
500 feet above the published approach minimum Five hundred feet above PM
minimum
100 feet above the published approach minimum One hundred feet above PM
minimum
At Minimum Descent Altitude (MDA) or Decision Altitude Minimum PM
(DA) or Decision Height (DH)
At Missed Approach Point (MAP) (during non−precision Missed approach point PM
approaches)
At DA or DH or MAP when required visual reference is Visual PF
established and PF made decision to continue below
published minimums
If deemed required by PM to take control I have control PM
At minimum height for autopilot use Autopilot off PF

CALLOUTS DURING GO-AROUND

CREW
CONDITION CALL MEMBER

At the MAP or DA or DH and the required visual reference is Go-around PF

not established or any instance “go-around” is called for
While selecting TOGA, raising nose to achieve go-around Check thrust − Flaps 6 PF
attitude and advancing thrust levers to the stops
When go-around thrust is confirmed and indicating Thrust set PM
When Flaps 6 is indicated on EICAS Flaps 6 − Indicated PM
When positive rate of climb is indicated Positive rate PM
Gear up PF
EICAS displays 3 white UP indications Gear up − Indicated PM
As airspeed indicating VFTO minus 30 Flaps 0 PF

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NORMAL PROCEDURES
STANDARD CALLOUTS

I have control PM

NOTE
Normally control can only be given, not
taken. The PF / PM designations also
transfer with control.

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NORMAL PROCEDURES
STANDARD CALLOUTS

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Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
04−03−6 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

1. GENERAL
Before power (electrical, hydraulic or pneumatic) can be safely applied to the airplane, external
and flight compartment safety inspections must be made, either by qualified technical /
maintenance ground staff or by the pilot.
The pilot performs the external walkaround, and the flight compartment originating check (if
required).
The flight compartment originating check is required:
• Before the airplane’s first flight of the day, or
• After a crew change, or
• After any related non-routine maintenance action, or
• If the airplane was left unattended, or
• If the pilot-in-command has any doubt about the airplane status.

Effectivity:
• Airplanes 9002, 9005 thru 9024 and 9026 thru 9051 not incorporating Service Bulletin:
• SB 700−24−031, DC Power Center − Block 1A + Hardware Modification for Block 2.

NOTE
During airplane operations when the flight compartment and
cabin temperatures are above 30 °C (86 °F), the air-conditioning
packs must be operating in order to maintain the electrical
system’s DC power centre (DCPC) and the cockpit display unit
temperatures within a range that prevents unit shutdown.

———— END ————

REV 41, Jul 08, 2004 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−1
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY)

This check ensures that airplane systems are in a configuration to safely apply AC electrical
power on the airplane busses. These procedures should be performed on through flights (enroute
stops) if there is any doubt that all safety aspects of the prevailing situation can be covered.
Completion of this check ensures that there will be no danger to the airplane and/or personnel
when powering the systems. This check should be executed prior to assuming normal crew
position.

WARNING

The crew must ensure that all probe / vane covers are removed and
that all pitot / static ports are unobstructed before power is applied.
1. Airplane and flight publications .....................................................................On board
• Verify that airplane documentation, official documents, operating manual, Quick
Reference Handbook (QRHs) and navigation kits are aboard.
2. Circuit breakers / Fuel / Oil panels......................................................... Closed / OFF
• Check both Cockpit Breaker Panels to confirm status of individual circuit
breakers.
• Only one (1) circuit breaker reset is permitted.
• When a thermal circuit breaker trips, a 3 minute cooling period should be
observed before reset.
• Flight compartment bulkhead switches......................................................... All off
• Cockpit refuel / defuel panel ....................................................................... Off
• Cockpit oil replenishment panel .................................................................. Off
3. Cabin and flight compartment emergency equipment .................................. Checked
• Verify condition and security of the following:
• Crash axe
• Fire extinguishers
• Life vests
• Oxygen masks / smoke goggles
• Flashlights
• Protective breathing equipment (PBE) unit.
4. Fire discharge handles (3) .........................................................................In / Vertical
5. Hydraulic pumps .................................................................................................. OFF
• HYDRAULIC 1B, 3A, 3B and 2B..................................................................... OFF
6. NOSE STEER switch........................................................................................... OFF
7. Landing gear lever ............................................................................................. Down
8. Flight spoiler lever.......................................................................... Retracted, set to 0
9. Thrust levers ........................................................................................................IDLE
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
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NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

10. ENG RUN switches ............................................................................................. OFF
11. Weather radar (both) ........................................................................................... OFF
• RADAR ........................................................................................................... OFF

• Airplanes 9002 thru 9999 incorporating Service Bulletin:

• SB 700−34−003, Lightning Sensor System (LSS) − Installation.
• Lightning Sensor System ................................................................................ OFF

NOTE
If AC power is applied to the airplane with the slat/flap handle not
matched to the surface position, the slat and/or flaps will not move
to the lever selected position until a new position is selected.
12. Slat / flap lever ...............................................................................................Matched
• The slat/flap lever and the slat/flap surface position should agree. If not,
reposition the slat/flap lever to match the actual surface position.
13. RAT manual release handle ............................................................................Stowed
14. Landing gear manual release handle ..............................................................Stowed
15. Battery master switch ............................................................................ON / checked
• Check battery status on DC ELEC synoptic page.
• Check BATT BUS is powered and that DC BUS 1, DC BUS 2, and DC ESS are
shed.

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NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

16. EMS circuit breakers............................................................. Checked / acknowledge
• Acknowledge or reset if necessary. Only one (1) circuit breaker reset is
permitted.
• EMS CDU STATUS page ..................................................................... Check
• Check that data presented on EMS CDUs is identical and both CDUs are
in link mode.
• EMS tests / checks can be accomplished at either the pilot’s or copilot’s
EMS CDU.
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Volume 1 Flight Crew Operating Manual REV 57, Apr 11, 2008
04−04−4 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

Effectivity:
• Airplanes 9002, 9005 thru 9024 and 9026 thru 9051 not incorporating Service Bulletin:
• SB 700−24−029, Electrical Management System − Control and Display Unit Replacement.
15. Battery masterswitch .............................................................................ON / checked
NOTE
To maximize the life of avionics equipment, operation should be
limited to 30 minutes with the flight compartment or cabin
temperatures at or above 40 °C (104 °F). For continued operation
under such conditions, the air−conditioning packs must be
operating or forced refrigerated (cooled) air should be distributed
in the cockpit to maintain flight compartment temperature below
30 °C (86 °F).

• Check battery status.

NOTE
When the Avionics Battery and/or APU Battery disconnect, the
“AV BATT FAIL” and/or “APU BATT FAIL” message will be
displayed on the Primary EICAS display before AC power is
applied. Verify the applicable battery voltage on the DC synoptic
page. If the voltage is normal, apply AC power. The applicable
message will be cancelled.
• Check BATT BUS is powered and that DC BUS 1, DC BUS 2, and DC ESS are
shed.
EMS tests / checks can be accomplished at either the pilot’s or copilot’s EMS
CDU.
• EMS STATUS page ..................................................................................... Check
• Check that data presented on EMS CDUs is identical and both CDUs are in
link mode.
• Both CDUs must be in link mode throughout the following tests.
16. EMS Circuit breakers............................................................ Checked / acknowledge
• Acknowledge or reset if necessary. Only one (1) circuit breaker reset is
permitted.
• Acknowledge all circuit breakers that are indicated as tripped by a slow
deliberate push, allowing at least one second per button. Ensure that the
CB TRIP is not displayed.

REV 76, Mar 04, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−5
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

17. Lamp, aural warning and fire tests............................................................ Accomplish
• EMS TEST page .......................................................................................... Select
• LAMP TEST 1 ...................................................................................... Accomplish
(at the pilot’s discretion)
• Press LAMP TEST 1 select button and note the following:
• Flight deck annunciators illuminate.
• LAMP TEST is complete in approximately 20 seconds.
• AURAL WARNING test (1) .................................................................. Accomplish
• Press AURAL WARNING TEST 1 button and check that the following tones /
voice messages are presented for channel 1:
•
Effectivity:
• Airplanes 9002 and subsequent not incorporating Service Bulletin:
• SB 700−22−003, Modification − General − Introduction of the
Autopilot Emergency Descent Mode.
Aural warning test 1, stall, overspeed tone, master warning tone (triple
chime), no take-off, left engine fire, right engine fire, APU fire,
smoke, cabin altitude, gear bay overheat, left reverser unlocked,
right reverser unlocked, normal brake fail, caution tone (single
chime), gear, autopilot disengage tone (cavalry charge), autothrottle,
altitude alert tone (C-chord), vertical track alert tone (double
C-chord), trim clacker tone, minimums, and SELCAL.

•
Effectivity:
• Airplanes 9002 and subsequent incorporating Service Bulletin:
• SB 700−22−003, Modification − General − Introduction of the
Autopilot Emergency Descent Mode.
Aural warning test 1, stall, overspeed tone, emergency descent, master
warning tone (triple chime), no take-off, left engine fire, right engine
fire, APU fire, smoke, cabin altitude, gear bay overheat, left reverser
unlocked, right reverser unlocked, normal brake fail, caution tone
(single chime), gear, autopilot disengage tone (cavalry charge),
autothrottle, altitude alert tone (C-chord), vertical track alert tone
(double C-chord), trim clacker tone, minimums, and SELCAL.

• Once the test sequence is verified, the aural test can be terminated by
pressing the select button again.
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Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
04−04−6 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

• FIRE TEST........................................................................................... Accomplish
• Press FIRE TEST select button and note:
• The aural messages which follow, transmitted once:
• left engine fire, right engine fire, and APU fire,
• smoke, and
• gear bay overheat
• L ENG, R ENG and APU fire DISCH handles lights.
• Master warning lights flash.
• FIRE indication on the ITT gauges.
• The warning messages which follow:
• L ENG FIRE, R ENG FIRE and APU FIRE, MLG BAY OVHT,
• SMOKE AVIONICS BAY, SMOKE BAGGAGE (if installed), SMOKE
FWD LAV (if installed), SMOKE AFT LAV (if installed), and SMOKE
CLOSET (if installed).
• When the FIRE TEST is complete (approximately 15 seconds), all
warning messages go out, master warning lights go out and the fire
DISCH handle lights go out.
18. NAV lights .............................................................................................................. ON
NOTE
If on EXT AC power, select all ACMPs OFF prior to starting APU.
19. APU .................................................................................................................START
• APU IN BITE comes on, flashes for approximately 10 seconds and then goes
out.
• Light-off occurs at approximately 5% RPM.
• APU accelerates to 100% RPM.
• APU GEN.........................................................................................ON / Checked
• Check that AC and DC power are established and note the following:
• All AC busses powered and lit (green) on AC ELEC synoptic page.
• Check that voltage, frequency and load indications are normal (green) on
AC ELEC synoptic page.
• All DC busses powered and lit (green) on DC ELEC synoptic page.
• Check that TRUs are on-line and that voltage and load indications are
normal (green) on DC electrical page.
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REV 104, May 21, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−7
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

• Remove external power source (if connected).

NOTE
1. The APU FADEC will permit the APU GEN to come on
line after the APU has been at 99% for 2 seconds. The
FADEC will permit air to be drawn for pack operation or
main engine start when the APU has completed the
warm-up period of 60 seconds.
2. When operating with wide cut fuels at temperature
extremes (during either very hot or very cold), APU
starts may not always be successful on the first start
attempt.

Effectivity:
• Airplanes not incorporating Service Bulletin:
• 700−73−009: Modification − Full−Authority Digital Engine−Control (FADEC) System
EEC Software Upgrade of Version X2.0.
20. FADEC reset................................................................................................ Complete
• Select the Left and Right Engine RUN switches to ON/OFF/ON/OFF pausing at
ON for approximately 1 second and pausing on the first OFF selection for
approximately 5 seconds to wait for dashed−out (magenta) engine parameters
to be restored prior to the next ON selection.

21. Hydraulic pump 3A ................................................................................................ ON

• The HYD synoptic page may be selected to ensure that the 3A pump provides
correct operating pressure and charges the system 3 brake accumulator.

NOTE
Prior to engine start, due to system 2 pressure switch
tolerances, a nuisance OUTB BRK LO PRESS caution
message may be displayed.
If gear doors are open, do not push the door switch until after hydraulic system 3 is
pressurized and the gear door areas are confirmed clear.
22. Parking brake......................................................................................................... ON
• Brake pedals ................................................................................................. Press
• Parking brake.................................................................................................... ON
• Brake pedals ............................................................................................. Release
23. IRS (all) ................................................................................................................ NAV
• Select each IRS to NAV.
• Alignment will occur in approximately 5 to 7 minutes.
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Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
04−04−8 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

2. FLIGHT COMPARTMENT SAFETY CHECK (FIRST FLIGHT OF THE DAY) (CONT'D)

24. FMS / NDU (Lasertrack) ................................................................. Programmed / On
• Turn ON the NDU (if installed)
• Program the FMS for the planned flight:
• Confirm the Navigation Data Base (NDB) on the NAV IDENT page is valid.
• Select MAINTENANCE to set the FMS installation and operating mode.
• Select POS INIT on all FMS CDUs.
• LOAD the reference waypoint or the GPS position (if available).
• Enter the Flight Plan, Departure, PERF INIT and TAKEOFF INIT.
• Check that there are no messages displayed on the scratchpad.
• Program the NDU (if installed or required).
• Select NAV mode, POS SENSORS, GPS1 (or 2) STATUS to set the GPS
time on the airplane clocks (if required).
25. Clocks .................................................................................................................... Set
Synchronize Date and Time on both clocks.
• Pilot’s and copilot’s clocks ........................................... Set (using GPS or another
accurate time source)
———— END ————

REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−9
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND
The external walkaround is primarily a visual check to ensure that the overall condition of the
airplane and its visible components and equipment are safe for flight.
The pilot is responsible for the completion of an external walkaround check of the airplane prior to
each flight.

WARNING

The crew must ensure that all probe / vane covers are removed and
that all pitot / static ports are unobstructed.
The crew must ensure that the wing leading edge is clean prior to
the first flight of the day.
The APU must not be left operating unattended.
The pilot must manually discharge the firex agent in the event of an
APU fire.
All protective covers, picket / mooring lines and the RAT safety pins must be removed.
Appropriate operation of airplane lights is a maintenance responsibility that must be confirmed by
the pilot.
Fuel samples should be taken prior to the first flight of the day to ensure water is drained from
every fuel tank.
Power (electrical, hydraulic, or pneumatic) must not be applied to the airplane unless it has been
determined that it is safe to apply power.
Even though not noted individually, the airplane and its visible components must be checked for
the following:
• Proximate area is free of potential FOD • Evidence of fuel or hydraulic leaks;
items;
• Pitot-static probes for evidence of freezing,
• Passenger walkway and boarding stairs are condition and security.
safe and clear;
• Condition of skin (visible damage) on
• Flight control surfaces are unobstructed radome section, fuselage, wings, nacelles,
and free from ice, snow or frost; pylons, and empennage;
• All vents, ports, intakes and exhausts are • All access panels, not actually involved in
unobstructed; maintenance, are secured.
• Tire condition and pressure are acceptable;

NOTE
The wing and centre tank pressure relief valves should be checked before
refueling.
If the wing tank quantity is more than 5,350 kg (11,800 lb), do not pull the
wing tank handle.
If the centre tank quantity has more than 3,629 kg (8,000 lb), do not pull the
centre tank pressure relief valve handle.
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Volume 1 Flight Crew Operating Manual REV 104, May 21, 2020
04−04−10 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

The external walkaround begins at the left forward fuselage and progresses in a clockwise
direction.

Left Forward Fuselage

1. Passenger door ....................................................................................... Clear / open

CAUTION
Inspect door cables carefully. Frayed cables may cause cuts.
2. Door cables & door components ................................................................. Condition
3. Pax door emergency light ............................................................................ Condition
4. Stairs............................................................................................................. Checked
5. Ice detector probe............................................................................................... Clear
6. Oxygen blowout plug ..........................................................................................Intact
7. Oxygen ground service panel ..............................................Confirm quantity / secure
8. Intercom panel door....................................................................................... Secured
9. #3 pitot-static probe .......................................................................................... Check
• Clear of obstruction
• Ensure no distortion
10. Avionics battery exhaust vent ............................................................................. Clear
11. AOA vane ......................................................................... Free movement / condition
12. #1 pitot-static probe .......................................................................................... Check
• Clear of obstruction
• Ensure no distortion
13. Avionics battery inlet vent ................................................................................... Clear
14. Avionics door ................................................................................................. Secured
15. Radome ..............................................................................................Check, secured
16. Windshields, Windows...................................................................................... Check

Nosewheel and Gear

WARNING

Hydraulically operated nose doors open and shut rapidly. Stay clear
when doors are operated.
17. Wheel chocks ........................................................................................... As required
18. Oleo extension.................................................................................................. Check
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NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Nosewheel and Gear (Cont’d)

19. Tires and wheels.......................................................................................... Condition
20. Steering actuators............................................................................................. Check
21. Nose landing lights ...................................................................................... Condition

CAUTION
If abnormal resistance is felt during pin extraction, do not remove
the pin. Leave pin in place and request maintenance checkout.
22. Nose gear downlock safety pin...................................................................... Remove
23. RAT safety pin (if installed)............................................................................ Remove
24. Wheel well ................................................................................................... Condition
25. Nose wheel door............................................................................................... Check
26. Torque links ....................................................................... Connected / no red marks
visible

Right Fuselage (Forward)

27. Ice detector probe............................................................................................... Clear
28. # 2 pitot-static probe ......................................................................................... Check
• Clear of obstruction
• Ensure no distortion
29. AOA vane ......................................................................... Free movement / condition
30. Standby pitot-static probe ................................................................................. Check
• Clear of obstruction
• Ensure no distortion
31. TAT probe........................................................................................................... Clear

Airplanes 9002 through 9153

32. Forward lavatory service door ....................................................................... Secured

33. Lower fuselage antennae ............................................................................ Condition

• DME 2, VHF COM 2, TCAS OMNI, MARKER BEACON, DME 1.
34. Lower Beacon.............................................................................................. Condition
35. Forward drain mast...................................................................................... Condition
36. NACA vent .......................................................................................................... Clear
37. Refuel / defuel access panel.......................................................................... Secured
38. Wing inspection light.................................................................................... Condition
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−04−12 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Right Fuselage (Forward) (Cont’d)

39. Cabin windows............................................................................................. Condition
40. Overwing emergency exit / light....................................................Secured / condition

Right Main Gear

41. Wheel chocks ..........................................................................................As Required

CAUTION
If abnormal resistance is felt during pin extraction, do not remove
the pin. Leave pin in place and request maintenance checkout.
42. Downlock safety pin....................................................................................... Remove
43. Downlock dust cover.......................................................................................... Close
44. Mechanical gear door .................................................................................... Secured
45. Hydraulically-actuated gear door ..................................................................... Closed
46. Wheel well ................................................................................................... Condition
47. Tires and wheels.......................................................................................... Condition
48. Oleo extension.................................................................................................. Check
49. Hydraulic connections....................................................................................... Check
50. Brake wear indicator pins (4)
(if hydraulic pressure has been applied)........................................................... Check

Right Wing
51. Landing and taxi lights / lens cover.............................................................. Condition
52. Right engine intake ............................................................................................. Clear
53. Ram air inlet........................................................................................................ Clear
54. Leading edge / slats........................................................................................... Clean
• The crew must ensure that the wing leading edge is clean prior to the first flight
of the day.
55. Overwing fuel caps ........................................................................................ Secured
56. Upper and lower wing surface ..................................................................... Condition
57. Fuel water drains ................................................................................................ Drain
58. Fuel vent valve.................................................................................................. Check
59. Fuel NACA vent .................................................................................................. Clear
60. Navigation and strobe lights / lens cover ..................................................... Condition
61. Winglet......................................................................................................... Condition
62. Static dischargers (6)................................................................................... Condition
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REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−13
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Right Wing (Cont’d)

63. Trailing edge ..................................................................................................... Check
64. Flight control surfaces (ailerons, flaps & spoilers) and
area....................................................................................................Clear / condition
• Ensure proper clearance of all flight control surfaces from all ground equipment
or other obstructions.
• Ensure surfaces clear of any contaminants.
• Clear ice accumulation on the upper surface is very difficult to detect. A tactile
(touch) check may be the only effective means of verification.
65. Emergency light ........................................................................................... Condition

Right Fuselage (Aft)

66. Potable water service door ............................................................................ Secured
67. Aft lavatory service door ................................................................................ Secured
68. Engine cowl ..................................................................................Condition / secured
69. Engine TAT probe............................................................................................... Clear
70. Cowl anti-ice vent ............................................................................................... Clear
71. Thrust reverser doors ............................................................................Closed / flush
• Thrust reverser is inoperative, If thrust reverser lock-out pins are installed.
72. Engine panels, drains and vents........................................................... Secure / clear
73. Oil vent mast....................................................................................................... Clear
74. Engine exhaust / jetpipe ....................................................................Condition / clear
75. APU inlet door............................................................................ Closed (if APU is off)
76. Right engine pylon ....................................................................................... Condition
77. Pre-cooler exhaust.............................................................................................. Clear
78. Aft equipment bay vent ....................................................................................... Clear

Aft Equipment Bay

79. Aft equipment bay............................................................................................ Secure
80. Hydraulic system #1 and #2 .........................................................Quantity / condition
81. Aft fuel tank.................................................................................................. Condition
82. Oil replenishment reservoir.......................................................................... Condition
83. LH and RH air-conditioning units ................................................................. Condition
84. Ram-air ducting ........................................................................................... Condition
85. LH and RH thrust reverser isolation control units ................................ Setup for flight
86. APU battery ................................................................................................. Condition
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−04−14 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Aft Equipment Bay (Cont’d)

87. Service lights ..........................................................................................................Off
88. Aft equipment bay door.................................................................................... Closed

Empennage
89. Aft drain mast...................................................................................................... Clear
90. Systems and compartment drains / vents........................................................... Clear
91. Radar altimeter antennae ............................................................................ Condition
• RAD ALT 1 RX and TX, RAD ALT 2 RX and TX.
92. Air-conditioning unit drains ................................................................................. Clear
93. External DC power door ................................................................................ Secured
94. External bleed air (LP bleed port) door.......................................................... Secured
95. APU access doors ......................................................................................... Secured
96. APU exhaust......................................................................................Clear / condition
97. Horizontal / vertical stabilizer, rudder and elevators ..........................Clear / condition
• Ensure proper clearance of all flight control surfaces from all ground equipment
or other obstructions.
• Ensure surfaces clear of any contaminants.
98. VOR LOC antennae (both sides of fin) ............................................................. Check
99. Static dischargers (11)................................................................................. Condition
100. Navigation and strobe lights / lens covers ................................................... Condition
101. Tail Vent.............................................................................................................. Clear

Left Fuselage (Aft)

102. APU surge valve exhaust ................................................................................... Clear
103. Engine pylon ................................................................................................ Condition
104. Pre-cooler exhaust.............................................................................................. Clear
105. Aft equipment bay vent ....................................................................................... Clear
106. Engine exhaust / jetpipe ....................................................................Condition / clear
107. Oil vent mast....................................................................................................... Clear
108. Thrust reverser doors ...........................................................................Closed / Flush
• Thrust reverser is inoperative, If thrust reverser lock-out pins are installed.
109. Engine panels, drains and vents........................................................... Secure / clear
110. Cowl anti-ice vent ............................................................................................... Clear
111. Engine cowls.................................................................................Condition / secured
112. Engine TAT probe............................................................................................... Clear
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REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−15
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Left Fuselage (Aft) (Cont’d)

113. External AC power door................................................................................. Secured
114. Cargo door................................................................................................ As required

Hydraulic System #3 Compartment

115. Hydraulic system #3 compartment .............................................................. Condition
116. Hydraulic system #3 .....................................................................Quantity / condition
117. RAT accumulator .............................................................................................. Check
118. No. 2 brake accumulator................................................................................... Check
119. Hydraulic system #3 servicing door ................................................................. Secure

Left Wing
120. Flight control surfaces (ailerons, flaps & spoilers) and
area....................................................................................................Clear / condition
• Ensure proper clearance of all flight control surfaces from all ground equipment
or other obstructions.
• Ensure surfaces clear of any contaminants.
• Clear ice accumulation on the upper surface is very difficult to detect. A tactile
(touch) check may be the only effective means of verification.
121. Trailing edge ..................................................................................................... Check
122. Static dischargers (6)................................................................................... Condition
123. Winglet......................................................................................................... Condition
124. Navigation and strobe lights / lens covers ................................................... Condition
125. Leading edge / slats........................................................................................... Clean
• The crew must ensure that the wing leading edge is clean prior to the first flight
of the day.
126. Upper and lower wing surfaces ................................................................... Condition
127. Fuel water drains ................................................................................................ Drain
128. Fuel vent valve.................................................................................................. Check
129. Fuel NACA vent .................................................................................................. Clear
130. Overwing fuel cap .......................................................................................... Secured
131. Landing and taxi lights / lens covers............................................................ Condition
132. Engine intake ...................................................................................................... Clear

Left Main Gear

133. Wheel chocks ........................................................................................... As required
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−04−16 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

3. EXTERNAL WALKAROUND (CONT'D)

Left Main Gear (Cont’d)

CAUTION
If abnormal resistance is felt during pin extraction, do not remove
the pin. Leave pin in place and request maintenance checkout.
134. Downlock safety pin....................................................................................... Remove
135. Downlock dust cover.......................................................................................... Close
136. Mechanical gear door .................................................................................... Secured
137. Hydraulically-actuated gear door ..................................................................... Closed
138. Wheel well ................................................................................................... Condition
139. Tires and wheels.......................................................................................... Condition
140. Oleo extension.................................................................................................. Check
141. Hydraulic connections....................................................................................... Check
142. Brake wear indicator pins (4)
(if hydraulic pressure has been applied)........................................................... Check
143. Centre tank vent valve ...................................................................................... Check

Left Upper Fuselage

144. Wing inspection light.................................................................................... Condition
145. Cabin windows............................................................................................. Condition
146. Antennae ..................................................................................................... Condition
• TCAS Directional, Mode S1, Mode S2, VHF COM 1, GPS 1, ADF 1, ADF 2,
VHF COM 3, ELT.
147. Passenger door actuation panel .................................................................... Secured
———— END ————

REV 94, Sep 18, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−17
NORMAL PROCEDURES
AIRPLANE PREPARATION

4. CABIN INSPECTION
Upon completion of the external walkaround, an internal cabin inspection should be carried out:
• Cabin equipment condition and security;
• Availability , condition and access to required safety equipment;
• General condition and safety of the emergency exit and escape rope (ditching line);

NOTE
Make sure the overwing emergency exit door lock pin is removed (if
installed).
• Lavatory and wardrobe smoke detectors are operational;
• Ensure lavatory and galley faucets are shut off;
• Evidence of leaks;
• Availability of required documentation;
• Emergency lighting system is operational;
• Wing cleanliness (i.e., free of contamination) and fuel filler caps security may be confirmed
from the passenger door stairs / cabin windows.
———— END ————

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
04−04−18 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING

During the Flight Compartment Originating Check (pre-flight check), the airplane systems and
components are checked and configured for the coming phases of flight.
The flight compartment originating check will be performed by the applicable flight crew member
on their first flight of the day. Only the RH side console and RH instrument panel items are
checked by the copilot.

NOTE
At airports where proximate ground equipment or airport structures (metal
blast deflector fences) may cause radio altimeter anomalies, the radio
altimeter may display false non-zero or RA FAIL indications until the airplane
is clear of the interference area.
1. Internal & external pre-flight checks ............................................................ Complete
• The internal and external pre-flight checks will be accomplished by the pilot
and/or copilot.
2. Gear and safety pins.....................................................................................On board
• Confirm the removal of the three landing gear downlock safety pins.
• Confirm the nose gear door and RAT safety pins are stowed.
• Confirm the removal of the overwing emergency exit door safety pin.
3. Pedals, seats and harness ............................................................................Adjusted
• Adjust rudder pedals so as to allow full deflection when the knees are
straightened. If rudder pedal adjustment has reached the full forward or aft limit,
wind the pedal off the stop by 1/2 a handle rotation.
• Set seat to full aft position. Fasten lap belt and shoulder harness. Using
handhold, adjust seat position with appropriate levers to obtain optimum eye
reference position (using eye position indicator on center windscreen post). The
correct eye reference position is obtained by adjusting the seat so that the
centre white ball appears to cover the diagonal white ball. The resulting eye
level should be approximately in the centre of the forward windshield (See
FCOM Vol. 2 − AIRPLANE GENERAL − SEATS).
• Check that this optimum eye reference seat position is not restrictive when
moving the control column full forward and aft.
• Adjust headset / boom microphone

RIGHT SIDE CONSOLE

4. Passenger oxygen ....................................................................................... NORMAL
5. Cockpit voice recorder ......................................................................................Tested
• With press-to-test button held (for 1 second), check that STATUS indicator is on
(green light for 1 second) and the CVR aural tone is on (for 2 seconds)

On airplanes 9002 thru 9158:

6. Mach transducer selector valve .....................................................................Guarded

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−19
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

OVERHEAD PANEL
7. ELT ......................................................................................................................ARM
8. Hydraulic panels and pumps ..............................................Checked / AUTO / 3A ON
• Select HYD synoptic page.
• Fluid quantities / temperatures...................................................Check normal
• Hydraulic pump operation and logic check. Only 1 hydraulic pump will operate at
a time if the APU GEN is the power source.
• PUMP 3A switch ...................................................................................... OFF
• Check that the pump turns off.
• PUMP 1B switch ........................................................................................ ON
• Check that pressure for system 1 is normal.
• PUMP 1B ...............................................................................................AUTO
• Check that the pump turns off.
• PUMP 2B switch ........................................................................................ ON
• Check that pressure for system 2 is normal.
• PUMP 2B ...............................................................................................AUTO
• Check that the pump turns off.
• PUMP 3B switch ........................................................................................ ON
• Check that pressure for system 3 is normal.
• PUMP 3B switch ....................................................................................AUTO
• Check that the pump turns off.
• PUMP 3A switch ........................................................................................ ON
• Check that pressure for system 3 is normal.
9. Electrical panel ............................................................................................. Checked
• BATT MASTER................................................................................................. ON
NOTE
To maximize the life of avionics equipment, operation should be
limited to 30 minutes with the flight compartment or cabin
temperatures at or above 40 °C (104 °F). For continued operation
under such conditions, the air−conditioning packs must be
operating or forced refrigerated (cooled) air should be distributed in
the cockpit to maintain flight compartment temperature below 30 °C
(86 °F).
• EXT AC (DC) ....................................................................................... As required
• GEN 1, 2, 3, 4 / APU GEN ..........................................................................Normal
• RAT GEN ...................................................................................... Normal (armed)
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Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
04−04−20 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

OVERHEAD PANEL (CONT'D)

10. IAC aural warning switches ..................................................................Guarded / Out
11. Fuel panel ..................................................................................................... Checked
• Switches............................................................................................................Out
• Tank quantities............................................................................................Normal
• WING XFER................................................................................................. AUTO
• AFT XFER.................................................................................................... AUTO
12. Engine panel................................................................................................. Checked
• IGNITION switch ...............................................................................................Out
• ENG START switch ..................................................................................... AUTO
13. Bleeds / packs / anti-ice panel ...................................................................... Checked
• TEMPERATURE switches ................................................................... As required
• Switches............................................................................................................Out
• RAM AIR switch ...............................................................................Guarded / Out
• AUX PRESS switch .........................................................................Guarded / Out
• PACK CONTROL switch............................................................................. NORM
• BLEED switches (4) ..................................................................................... AUTO
• COWL anti-ice switch (2) ................................................................................ OFF
• WING anti-ice switch....................................................................................... OFF
• WING XBLEED switch ................................................................................. AUTO
14. Pressurization panel ............................................................................. Checked / Set
• AUTO / MAN switch ..........................................................................................Out
• EMER DEPRESS switch .................................................................Guarded / Out
• OUTFLOW VALVES switches ..........................................................................Out
• DITCHING switch..............................................................................................Out
• LDG ELEV switch ...........................................................................................FMS
• If MAN, set destination airfield elevation.
• RATE switch ............................................................................................... NORM
• Select STAT Page.
• Pressurization indications ...........................................................................Normal
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REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−21
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

OVERHEAD PANEL (CONT'D)

CAUTION
Ensure windshield is clear of ice or snow prior to selecting
Windshield heat ON. Ice/Snow may affect windshield sensed
temperature and can result in damage to windshield.
15. Windshield heat ..................................................................................................... ON
16. External lights ........................................................................................... As required
17. Emergency lights .................................................................................................ARM
18. Standby compass ......................................................................................... Checked
• Compare headings with pilot’s and copilot’s HSIs on the PFD and MFD.
• Heading information may be affected by magnetic disturbances created by
ground equipment.
19. Glareshield panels ................................................................................ Checked / Set
• Pilot’s / copilot’s glareshields .............................................. Check free movement
• NAV SCR ............................................................................................. As required
• BRG pointers ....................................................................................... As required
• BARO SET........................................................................................... As required
• SPD............................................................................Select MAN, preset V2, then
select FMS
• HDG ........................................................................................Set runway heading
• ALT ...................................................................................Set first cleared altitude
• CPL ..................................................................................Set either pilot or copilot
side

SIDE PANELS

Effectivity:
• Airplanes 9002, 9005 thru 9062 not incorporating Service Bulletin:
• SB 700S31−006, IAC − Change IAC Part Number and Software Upgrade.
• EMS AFCS system page 2 .......................................................................... Select
• IAC 1 circuit breaker ................................................................... OUT then IN
• MFD MENU.................................................................................................. Select
• FGC ................................................................................ Select each channel
individually

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
04−04−22 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

SIDE PANELS (CONT'D)

Effectivity:
• Airplanes 9005 thru 9024, 9026 thru 9053, 9055 thru 9060 not incorporating Service
Bulletin:
• SB 700−27−015, Stall Protection System − Introduction of Stall Protection Computer
(SPC), Part No. GH582−3001−5.
• EMS FLT CONTROLS page 3..................................................................... Select
• SPC CH A and SPC B circuit breakers............................... both OUT then IN

20. Stall pusher switches ............................................................................................. ON

21. Stall test .................................................................................................... Accomplish

• Test can be accomplished on either pilot’s or copilot’s EMS CDU.

• Select TEST and press the STALL TEST select button and note the following:
• Pilot’s stick shaker only is activated along with STALL annunciator on PFD.
• Co-pilot’s stick shaker only is activated along with STALL annunciator on
PFD.
• Both stick shaker are activated along with the STALL annunciator on PFDs,
IGN annunciated on EICAS and STALL aural come on.
• Stick pusher is activated and both control columns move full forward and
then return to neutral (twice).
• After the above test is complete, press and hold the MASTER DISC button on
either the pilot’s or copilot’s control wheel (hold for not less than 12 seconds)
and note the following:
• That the following are displayed while holding the button:
• AP 1−2 FAIL advisory message,
• STAB TRIM caution message, and
• STALL PROTECT FAIL caution message.
• All messages go out as the MASTER DISC BUTTON is released.
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REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−23
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

SIDE PANELS (CONT'D)

JAA Certified Airplanes

• After the above test is complete, press and hold the MASTER DISC button on
either the pilot’s or copilot’s control wheel (hold for not less than 5 seconds)
and note the following:
• That the following are displayed while holding the button:
• AP 1−2 FAIL advisory message, and
• STAB TRIM caution message.
• All messages go out as the MASTER DISC BUTTON is released.
NOTE
The selection of either of the STALL PUSHER switches to OFF
will disable the stick pusher. Pressing the MAST DISC will not
disable the stick pusher or present the STALL PROTECT FAIL
caution message.

Effectivity:
• Airplanes 9123 and subsequent and airplanes 9002 thru 9122 incorporating Service
Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
22. RAT test.................................................................................................... Accomplish
• RAT icon displayed on AC and HYDRAULIC synoptic pages,
• On DC synoptic page, ESS TRU 2 is momentarily lost and DCPC
reconfigures accordingly,
• Several CAS messages and Master Warnings are momentarily posted as a
result of AC ESS BUS lost,
• After 5 seconds, check that the RAT GEN FAIL caution message is not
displayed.

INSTRUMENT PANEL
23. EFIS / EICAS ................................................................................................ Checked
• PFD & MFD.................................................................................................. Check
• Cross-check ADIs and RMIs.
• Altimeter readout................................................................................ Cross-check
• EICAS display .............................................................................................. Check
• For normal indications and messages.
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Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
04−04−24 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

INSTRUMENT PANEL (CONT'D)

• EICAS STAT page ....................................................................................... Check
• For normal indications.
24. Standby instruments ..................................................................................... Checked
• Standby attitude indicator ........................................................... Erected / Normal
• Pull the CAGE knob (if required)
• Standby airspeed indicator ...............................................................................0 kt
• Standby altimeter ............................................................................... Cross-check
25. EGPWS switches..................................................................................Guarded / Out
• GS WARN switch.............................................................................Guarded / Out
• FLAP OVRD switch..........................................................................Guarded / Out
• TERRAIN switch ..............................................................................Guarded / Out
26. RMU / TCAS ............................................................................................. As required
• Make sure ATC/TCAS is selected to STANDBY to prevent unnecessary
transponder or TCAS transmissions.
• Perform the TCAS test procedure as follows:
• Ensure TCAS overlay is selected with a MFD half range of 25 or less or
utilize the zoom window.
• Select the cursor into the TCAS box on either RMU.
• Press and hold the TEST button for 2 seconds and note the following:
• TCAS RA pitch command boxes are displayed on both PFDs;
• TCAS TEST aural;
• TCAS TEST is annunciated on the MFDs and the PFDs;
• The four TCAS targets are displayed on the MFDs.
NOTE
An automatic self test of the RMUs occurs when AC power is
applied to the airplane, however, manual tests may be
accomplished if necessary.
27. MFD control panels................................................................................... As required
28. Audio control panels ................................................................................. As required
29. Cockpit lighting ......................................................................................... As required
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REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−25
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

INSTRUMENT PANEL (CONT'D)

30. Trims ............................................................................................ Checked / Engaged
• Aileron Trim
• AIL TRIM switch.................................................................................... Check
• Check for free movement in both directions;
• Select trim outside of green take-off band and confirm trim indicator
changes color.
• Return the aileron trim to mid position (EICAS).
• Rudder Trim
• RUD TRIM switch ................................................................................. Check
• Check for free movement in both directions;
• Select trim outside of green take-off band and confirm trim indicator
changes color.
• Return the rudder trim to the neutral position (EICAS).
• Stabilizer Trim − CH 2 Operational Check

NOTE
Take note whether AFCS (YD and AP) system 1 or system 2 is
active.
• STAB TRIM, CH 1 switch.............................................................. Select OFF
• AP 1 FAIL advisory message on,
STAB CH 1 OFF status message, on
• Stabilizer trim (pilot’s and copilot’s) is operative.
• STAB TRIM, CH 1 switch................................................................ Select ON
• STAB CH 1 OFF status message goes out,
AP 1 FAIL advisory message goes out.
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Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
04−04−26 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

INSTRUMENT PANEL (CONT'D)

• Stabilizer Trim − CH 1 Operational Check
• STAB TRIM, CH 2 switch.............................................................. Select OFF
• AP 2 FAIL advisory message on,
STAB CH 2 OFF status message on,
• Stabilizer trim (pilot’s and copilot’s) is operative.
• STAB TRIM, CH 2 switch................................................................ Select ON
• STAB CH 2 OFF status message goes out,
AP 2 FAIL advisory message goes out.

NOTE
Ensure that the active AFCS (YD and AP) system 1 or
system 2 is the same active system as noted at the start
of the Stabilizer Trim − CH 2 Operational Check.

JAA Certified Airplanes

• Disconnect Switches
• Pilot’s MASTER DISC switch...................................................... Press & hold
• AP 1−2 FAIL advisory message on (after minimum 5 seconds).
STAB TRIM caution message on (after minimum 5 seconds),
• Messages goes out when switch released.
• Copilot’s MASTER DISC switch.................................................. Press & hold
• AP 1−2 FAIL advisory message on (after minimum 5 seconds).
STAB TRIM caution message on (after minimum 5 seconds),
• Messages goes out when switch released.

REV 100, May 06, 2019 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−27
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

INSTRUMENT PANEL (CONT'D)

• Disconnect Switches
• Pilot’s MASTER DISC switch...................................................... Press & hold
• AP 1−2 FAIL advisory message on (after minimum 5 seconds).
STAB TRIM caution message on (after minimum 5 seconds),
STALL PROTECT FAIL caution message on (after 12 seconds)
• Messages goes out when switch released.
• Copilot’s MASTER DISC switch.................................................. Press & hold
• AP 1−2 FAIL advisory message on (after minimum 5 seconds).
STAB TRIM caution message on (after minimum 5 seconds),
STALL PROTECT FAIL caution message on (after 12 seconds)
• Messages goes out when switch released.
• Stabilizer Trim
• STAB TRIM.............................................................................. Set for take-off
• See Figure 04−04−1 or Figure 04−04−2, as applicable.
31. Reversion control panel ....................................................................................NORM
• Confirm the Flight Director Annunciator (FDAs) on both PFDs do not indicate an
IRS or ADC reversion.
• All switches ................................................................................................. NORM
32. Ground lift dumping ...........................................................................................AUTO
• GND LIFT DUMPING switch........................................................................ AUTO
33. ENGINE switches ................................................................................................ EPR
• Check that both EPR values are boxed on the EICAS.

NOTE
For operations in excess of three flight hours, the engine oil system
must be verified FULL prior to flight.
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Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
04−04−28 CSP 700−6
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

STAB_SET_F06_GX_PS2002_1_15
FM6603_023

Stabilizer Trim Setting for Take-Off − Slat OUT / FLAP 6°

Figure 04−04−1
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REV 100, May 06, 2019 Flight Crew Operating Manual Volume 1
CSP 700−6 04−04−29
NORMAL PROCEDURES
AIRPLANE PREPARATION

5. FLIGHT COMPARTMENT ORIGINATING (CONT'D)

STAB_SET_F16_GX_PS2002_1_15
FM6603_024

Stabilizer Stab Setting for Take-Off − Slat OUT / FLAP 16°

Figure 04−04−2
———— END ————

Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
04−04−30 CSP 700−6
NORMAL PROCEDURES
ENGINE STARTING

1. START CHECK
1. Crew oxygen masks and quantity (%) .......................................................... Checked
• Oxygen quantity (EICAS)............................................................................. Check
• Oxygen mask and microphone ....................................................................... Test
• Set regulator flow selector to 100%.
• Push down on the PRESS TO TEST AND RESET lever. Check that the flow
indicator shows a yellow cross, then turns black.
• While maintaining the PRESS TO TEST AND RESET lever pushed down,
push the EMERGENCY control selector down. Observe that flow indicator
shows a yellow cross. Release the EMERGENCY control selector and check
that the flow indicator turns black.
• Maintaining PRESS TO TEST AND RESET lever pushed, squeeze mask
operating levers (red) to check harness inflation and observe flow indicator
shows yellow cross. Release mask operating and PRESS TO TEST AND
RESET lever.
• On the audio control panel, select the MASK/MIC switch to MASK and
adjust the SPEAKER volume. To check the operation of the mask
microphone, either gently tap on the mask regulator or press the PRESS TO
TEST AND RESET lever momentarily. Select the MASK/MIC switch to MIC.
• If required, check the condition of the smoke goggles and confirm that the
clear plastic frost strip is in place.
2. PASS SIGNS .......................................................................................... AUTO or ON
• NO SMKG / SEAT BELTS switches ..................................................AUTO or ON
• Recommended technique if flight crew is briefing passengers:
• Smoking, Use of seat belts, Exits and entry doors, Survival kits, Ditching,
and Oxygen.
• Recommended technique when emergency briefing flight attendant:
• Type of emergency, Exit plan, Signals to warn of evacuation, and Time
remaining.
3. Altimeters............................................................................................................... Set
• Set all three altimeters to the departure field altimeter setting.
• Each pilot confirms altimeter setting and indicated altitude on their respective
side.
• Pilot confirms standby altimeter setting.
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REV 100, May 06, 2019 Flight Crew Operating Manual Volume 1
CSP 700−6 04−05−1
NORMAL PROCEDURES
ENGINE STARTING

1. START CHECK (CONT'D)

4. FMS / Take-off data ................................................................................Programmed

Effectivity:
• Airplanes 9002 thru 9244 not incorporating Service Bulletin:
• SB 700−31−031 Modification − Integrated Avionics Computer (IAC) System−IAC−009
Software Upgrade.

NOTE
To ensure the takeoff speed bugs remain correctly posted during
takeoff, do not ACCEPT the T.O. DATA 2/2 speeds at this time.

• The PF programs the FMS and cross-check is accomplished by the PM.

• Confirm that the programming of the takeoff V speeds has been completed.
• Confirm the FMS derived EPR value are displayed on the EICAS is correct.
NOTE
The FMS TOLD mode is not approved for operations on
contaminated runways. The AFM performance charts must be
consulted to determine the performance for a takeoff on a runway
with greater than 1/8 inch (3mm) of water (or equivalent).
5. Trims .................................................................................................... Set for take-off
• AIL TRIM neutral, RUD TRIM neutral and STAB TRIM set for takeoff.
6. Radios / Navaids...............................................................................Set for departure
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Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
04−05−2 CSP 700−6
NORMAL PROCEDURES
ENGINE STARTING

1. START CHECK (CONT'D)

7. Take-off briefing........................................................................................... Complete
The following items are recommended for review:
(a) Type of take-off required for the existing weather and runway conditions,
(b) Runway conditions,
(c) Anti-icing requirements,
(d) V speeds, EPR thrust setting, FMS speed target set and MAN speed preset
value,
(e) Airspeed calls,
(f) Rejected take-off considerations and procedures,
(g) Emergency plan and any other condition which may alter the normal take-off
profile,
(h) Obstacle clearance requirements,
(i) SID or departure procedures as per clearance,
(j) Any questions, clarifications or other pertinent details (MEL / CDL).
NOTE
If push back is required:
− safety pins can be removed and stowed,
− the steering torque arms must be disconnected and
the parking brake released,
− audio or visual communication with ground crew must
be maintained at all times.
After push back, confirm with the ground crew that the steering
torque arms are reconnected and safety pins removed.
8. Doors ............................................................................................................... Closed
• Check STAT page.
9. HYDRAULIC pumps ............................................................................AUTO / 3A ON
• PUMP1B, 2B, 3B switches........................................................................... AUTO
• PUMP 3A .......................................................................................................... ON
10. Parking brake......................................................................................................... ON
• Brake pedals ................................................................................................. Press
• Parking brake.....................................................................................................On
• Brake pedals ............................................................................................. Release
11. Beacon................................................................................................................. RED
12. CAS .............................................................................................................. Checked
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REV 93, Aug 11, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 04−05−3
NORMAL PROCEDURES
ENGINE STARTING

1. START CHECK (CONT'D)

13. Engines................................................................................................................ Start
• Brief type of start to be carried out.
• Ensure that ground crew are clear of airplane during engine start and
subsequent run-up.
• When starting engines in close quarters, consideration should be given to jet
blast.
———— END ————

Volume 1 Flight Crew Operating Manual REV 104, May 21, 2020
04−05−4 CSP 700−6
NORMAL PROCEDURES
ENGINE STARTING

2. ENGINE START - GENERAL

NOTE
1. For an AUTO ground start, the FADEC will prevent fuel flow until
ITT is less that 150 °C.
2. If a restart is required between 20 minutes to 5 hours after
shutdown, the FADEC will automatically dry crank the engine for
30 seconds after reaching 15% N2 . This FADEC action is
termed “rotorbow”. At the end of the 30 second period, the IGN
icon will appear followed by fuel flow and then light-off.
3. For airplane operations in excess of three operating hours, the
engine oil system must be verified FULL prior to flight.
4. The FDR FAIL advisory message should go out after the first
engine has started.
5. If the start was manually aborted due to no light-off, high ITT,
stalled start or unburned fuel, dry crank the engine until ITT is
less than 150 °C or starter limit.
6. If the FADEC aborts the start, the L(R) START ABORTED
CAS message will be displayed. The flight crew shall conduct
the appropriate QRH procedure.
7. Disregard L (R) ENG SAV FAIL caution message during an
aborted start.
8. Amber dashes may be displayed on the Engine Oil Temperature
gauge within 2 minutes of engine start. Maintain the affected
engine at idle. If amber dashes persist beyond 2 minutes of
engine start, shut down the engine and maintenance action is
required.
9. Do not move the flight control surfaces or the stabilizer trim
switches during engine start. Moving the flight control surfaces
or stabilizer trim switches can cause a SPLRS/STAB BIT ,
STAB CH 1 FAIL or STAB CH 2 FAIL message to post during
the Flight Control Unit system power−on self test.
10. .Engine starts are not permitted when the tailwind component
exceeds 20 knots, or when the cross wind component exceeds
35 knots. Any time there is an external or EICAS indication of N1
rotation due to tailwinds, the engine must be dry cranked for 30
seconds and followed immediately by an AUTO start. After
selection of the START switch to AUTO, confirm START
indication disappears before selecting RUN switch to ON.
Selecting RUN with START indication may cause a L(R)
FADEC FAULT and / or L(R) START ABORTED .
———— END ————

REV 108, May 19, 2021 Flight Crew Operating Manual Volume 1
CSP 700−6 04−05−5
NORMAL PROCEDURES
ENGINE STARTING

3. APU ASSIST ENGINE START

1. ENG START ......................................................................................................AUTO
For engine to be started:
2. ENG RUN switch ................................................................................................... ON
• Starter engages.
• START icon appears horizontally above the N2readout.
• N2 and N1 readout.
• IGN icon will appear vertically above the N2readout at approximately 15% N2.
• OIL PRESS rising, amber icon will turn to green at approximately 35 psi.
When N2 reaches approximately 20% RPM:
• FUEL FLOW indication, approximately 450 − 600 PPH.
• Light-off indication, just after starter cutout − maximum ITT approximately 400 −
500 °C.
When N2 reaches approximately 42% RPM:
• IGN icon disappears.
• Starter disengages.
• START icon disappears.
When N2 reaches approximately 62% RPM:
• N1 stabilizes at approximately 25%.
• Check that oil pressure is within normal range.
• Check that oil temperature rising, amber icon will turn to green at approximately
20 °C.
To Stop Start:
1. ENG RUN switch ................................................................................................. OFF
2. IGNITION.................................................................................................. Check OFF
If start was aborted due to no light-off, high ITT, or unburned fuel:
3. ENG START ................................................................................................... CRANK
until ITT is <150 °C or starter limit.

NOTE
For engine start procedures other than APU-assisted start, refer to
Chapter 7 − Engine Starting.
———— END ————

6. Flight controls ............................................................................................... Checked
• Select FLT CTRL synoptic page.
• Apply full left and right yoke in turn to confirm free movement, correct aileron
displacement and multi-function spoiler deployment.
• Apply full forward and aft yoke to confirm free movement and correct elevator
displacement.
• Apply full left and right rudder to confirm free movement and correct rudder
displacement.

NOTE
Rapid movement of the rudder to the deflection limit may cause
the yaw dampers to disengage. Disengagement of the yaw
dampers will generate a momentary YD 1−2 FAIL caution
message on the EICAS.
• Make sure the Rudder Trim indication on the EICAS and rudder pedals are in
the neutral position.
• On the EICAS, on the FLIGHT CONTROLS synoptic page, make sure that the
rudder indicator in the center position.

NOTE
Each AFCS contains a re−centering function which drives the
cross−side rudder actuator during the first 4 seconds of
engagement. If not centered, alternating priority of the master
AFCS allows for another attempt to re−center.
If rudder indicator is NOT in the center position:
• MFD MENU ................................................................................................ Select
• Alternate FGC............................................................................................. Select
• YD............................................................................................................. Engage
7. Flight spoilers..............................................................................Checked / Retracted
• Flight spoiler lever.................................................................... Deploy then retract
• Check FLT CTRL synoptic page to confirm that the multifunction spoilers
deploy and retract normally.
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REV 104, May 21, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 04−05−9
NORMAL PROCEDURES
ENGINE STARTING

4. AFTER START CHECK (CONT'D)

8. Ground Lift Dumping........................................................................ Checked / AUTO
• GND LIFT DUMPING switch.......................................................... MANUAL ARM
• Check that GLD MANUAL ARM status message is displayed on the EICAS.
• Check FLT CTRL synoptic page to confirm all spoilers deployed.

NOTE
If the Radio Altimeter reading is greater than 7 feet or is
unserviceable, a wheel speed of greater than 16 knots is
required in order to test or deploy the ground spoilers.
• GND LIFT DUMPING switch........................................................................ AUTO
• Check that GLD MANUAL ARM status message goes out.
• Check FLT CTRL synoptic page to confirm all spoilers retracted.
9. NOSE STEER switch......................................................................................ARMED
10. Taxi lights.................................................................................................. As required
———— END ————

Volume 1 Flight Crew Operating Manual REV 104, May 21, 2020
04−05−10 CSP 700−6
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

1. TAXI CHECK
NOTE
1. During the initial taxi, advance thrust levers as required and
verify positive EPR indications (i.e., above 1.05).
2. At airports where runway structural repair or debris is known to
exist, use thrust reversers with extreme caution to preclude the
possibility of foreign object damage (FOD) from occurring.
3. Use sufficient brake applications to warm the brakes to
approximately 4 units BTMS unless the flight crew can verify the
brakes have not been exposed to moisture since the last flight.
Warming of the brakes will preclude the chance of
water−saturated brakes freezing at altitude and being locked for
landing touchdown.
1. Brakes........................................................................................................... Checked
• Allow airplane to roll forward and gently apply brakes.
• Check that BTMS indications are not at a value that will affect take-off
calculations or require a brake cooling period.
2. Thrust Reversers (First flight of the day) ...................................................... Checked
• Minimum REV .............................................................................................. Select
• Confirm REV icons (green) appear on N1 gauge.
• IDLE ............................................................................................................. Select
• Confirm REV icons go out on N1 gauge.
3. Flight instruments .............................................................................Checked and set
• Flight director ..................................................................................Set for take-off
• Both pilots verify their respective EFIS displays and flight director modes for
correct operation and selections with no caution annunciators present.
• ATC/TCAS ........................................................................................... As required
• Select ATC ON or ATC ALT. Required for airports equipped with ground
surface management systems (i.e. ASDE−X, MDS).
• Otherwise or as instructed by ATIS/ATC select STANDBY.
4. Fuel quantity and balance............................................................................. Checked
• XFEED SOV ............................................................................................... Closed
• Select the FUEL synoptic page and check system operation normal.
• Each pilot verifies that the fuel load shown on EICAS is sufficient for the
planned flight and the balance is within the Airplane Flight Manual limits.
5. Slat / Flap lever.................................................................................Set for departure
• Copilot will set slat / flap for take-off and confirm indications are as per selection
on EICAS primary display.
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REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 04−06−1
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

1. TAXI CHECK (CONT'D)

6. Trims .................................................................................................Set for departure
• Pilot and copilot will confirm that the aileron and rudder trims are set to neutral,
both channels of the stabilizer trim are engaged and stabilizer trim is correctly
set for take-off.
• See Figure 04−04−1 or Figure 04−04−2 for applicable stabilizer trim setting.
———— END ————

2. TAKE-OFF CHECK
1. Correct runway ............................................................................................... Confirm
2. BLEED switches ................................................................................. Set for take−off
NOTE
1. L/R ENG BLEED must be ON or AUTO for a take−off with
Engine Bleed OPEN and Pack ON and for any take−off with
Cowl Anti−ice or Cowl/Wing Anti−ice ON.
2. L/R ENG BLEED must be OFF for engine bleeds closed
take−off.
3. APU may be used to provide air conditioning for an engine bleed
closed take−off but a reduced performance benefit would result.
3. Wing & cowl anti-ice ..................................................................................OFF or ON
NOTE
1. Use the criteria of temperature and visible moisture, as given in
Chapter 2, Section 4 Operation in Icing Conditions, as the
requirement for selecting the anti-icing systems on or off.
2. The selection of the WING and COWL anti-ice system to AUTO
is not permitted for takeoff. This limit also applies to touch and
go operations.
3. When Type II or Type IV anti-icing fluids have been applied, the
wing anti-ice system must be selected ON, if required, just prior
to thrust increase for take-off.
4. In icing conditions, engine vibration levels may rise and fall as
spontaneous ice shedding occurs.
4. External lights ........................................................................................... As required
5. ATC/ TCAS ...................................................................................................... TA/ RA
• Select TA/RA when taking the active runway.

NOTE
TA ONLY or TA/RA may be selected for short duration before
crossing any active runway to check for presence of aircraft on
short final.
• Transponder 1 if the AFCS is coupled to ADC 1.
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Volume 1 Flight Crew Operating Manual REV 94, Sep 18, 2017
04−06−2 CSP 700−6
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

2. TAKE-OFF CHECK (CONT'D)

• Transponder 2 if the AFCS is coupled to ADC 2.
NOTE
1. The AFCS should not be coupled to ADC 3 unless ADC 1 is
failed ( ADC 1 FAIL advisory) and Transponder 1 is selected.
2. Transponder 2 will not have Mode C altitude data if ADC 2 is
failed ( ADC 2 FAIL advisory).
• RMU ATC / TCAS CONTROL PAGE ............................................ Set as required
• Both MFD’s ........................................................................................Select TCAS
NOTE
With the transponder selected to the “ATC/TCAS” mode and with
“1/2 TA/RA” annunciated on the RMU, “TA ONLY” will be
annunciated on the MFD until approximately 1000 ft AGL. This is
due to the TCAS system inhibition of Resolution Advisories below
that altitude.
6. Terrain ...................................................................................................... As required
• If required, select TERR button on the MFD control panel to enable terrain
display. The terrain display is only available while in the MFD MAP mode, and if
selected, will override the WX RADAR display. If the WX RADAR display is
required, the TERR button will need to be depressed to deselect the Terrain
display and re-enable the WX RADAR display.
• If the Terrain display is selected, TERR in green is annunciated on the lower
right corner of the MFD.
7. Weather Radar (LSS) ............................................................................... As required
• If required, select WX RADAR mode switch to TST and check that test pattern
and all colours are displayed.
• If WX RADAR operation is required, use WX mode with a tilt of +3 degrees up
for departure.
8. Take-off speeds ............................................................................................... Posted

Effectivity:
• Airplanes 9002 thru 9244 not incorporating Service Bulletin:
• SB 700−31−031 Modification − Integrated Avionics Computer (IAC) System−IAC−009
Software Upgrade.

NOTE
To ensure the takeoff speed bugs remain correctly posted during
takeoff, the T.O. DATA ACCEPT must be performed only after
the airplane is in the configuration specified in the TAKEOFF
INIT.

REV 77, Sep 10, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 04−06−3
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

2. TAKE-OFF CHECK (CONT'D)

9. CAS .............................................................................................................. Checked
• Confirm that there are no unexpected messages on the CAS.
• Scroll messages out of view.

NOTE
For take-off weights above the maximum landing weight,
OUTFLOW VALVE 2 must be closed and one air-conditioning pack
must be shutdown for take-off on runways near bodies of water.
Once safely airborne, restore OUTFLOW VALVE 2 and the
air-conditioning pack to normal operation.
———— END ————

3. BLEED OFF TAKE-OFF CHECK

NOTE
Bleed off takeoff is prohibited in icing conditions.
1. BLEED switches ................................................................................................. OFF
2. Wing and cowl anti−ice ........................................................................................ OFF
3. EMER DEPRESS ................................................................................................. ON
4. L PACK and R PACK........................................................................................... OFF
5. RAM AIR................................................................................................................ ON
6. External lights ........................................................................................... As required
7. ATC / TCAS .......................................................................................................AUTO
8. TRAFFIC / TERRAIN / WX ...................................................................... As required
9. Takeoff speeds ................................................................................................ Posted
10. CAS .............................................................................................................. Checked
———— END ————

4. NORMAL TAKE-OFF
When cleared for take-off and aligned on the runway centre line:
1. Brakes.................................................................................................................Apply
2. Thrust levers ..................................................................................................Advance
• Set thrust to appropriate EPR setting and check indications stable.
3. Brakes............................................................................................................ Release
4. Directional control .......................................................................................... Maintain
• With rudder and aileron inputs, as required.
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Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
04−06−4 CSP 700−6
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

4. NORMAL TAKE-OFF (CONT'D)

5. Flight and engine instruments..........................................................................Monitor
• Check that engine indications do not exceed limits.
6. EPR .........................................................................................................Cross-check
• Check L & R EPR values using the MTO rating charts presented in the Airplane
Flight Manual.
7. Airspeed...........................................................................................................Monitor
At VR:
8. Rotate ....................................................................................... To flight director pitch
guidance command, initially
• Adjust pitch as required to accelerate to a speed of not less than V2 + 10 KIAS,
at 35 feet above the runway.
When positive rate of climb is indicated:
9. Landing gear...........................................................................................................UP
Check that three amber hash marks are displayed on the EICAS primary page, indicating
that the landing gear is in transit, followed by three white UP indications, indicating that the
landing gear is up and locked.
———— END ————

5. HIGH CROSSWIND TAKE-OFF

When the crosswind component during take-off is greater than 20 knots, the following procedure
should be used to avoid engine instabilities.
When cleared for take-off and aligned on the runway centre line:
1. Brakes.................................................................................................................Apply
2. Thrust..................................................................................................................... Set
• When the take-off crosswind component exceeds 20 knots, do not exceed 66%
N1 below 30 KIAS.
3. Brakes............................................................................................................ Release
At 30 KIAS:
4. Thrust levers ............................................................................... Advance to TO EPR
• The PF should maintain directional control with rudder and aileron inputs, as
required.

NOTE
Corrected take-off distance must be increased by 1700 feet.
Steps (5) to (9) are the same as in a normal take-off (see previous page).
———— END ————

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−06−5
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

6. ROLLING TAKE-OFF
A takeoff is considered a rolling takeoff if the airplane is taxied onto the runway and continues
into the takeoff roll without stopping. Takeoff thrust is set while the airplane accelerates.
The extra runway required for a rolling takeoff depends on how long it takes to set the calculated
takeoff thrust and how far the airplane moves down the runway before calculated takeoff thrust is
set.
Although conservative, add the distance travelled before the calculated takeoff thrust is set to the
total calculated takeoff distance. For example, if takeoff thrust is finally set when the airplane
reaches a point 1,000 ft. down the runway, then 1,000 ft. is added to the calculated takeoff
distance. If the calculated takeoff distance was 6,000 ft. and it took 1,000 ft. to set calculated
takeoff thrust, the takeoff distance for that rolling takeoff should be 7,000 ft.
Takeoff thrust should always be set by 60 kts. The autothrottle will not engage if the thrust levers
are not moved to the autothrottle engagement range by 60 kts. If the airplane accelerates above
60 kts, with engine N1 below 60%, ground spoilers will deploy.
———— END ————

7. AFTER TAKE-OFF
NOTE
1. The flight director command bars are designed to give a
Maximum Gross Weight airplane an airspeed of V2 + 10 KIAS
at 35 feet above the runway.
2. Monitor engine and flight instruments. Check that engine
instruments remain within limits and flight instruments indicate
the desired climb profile.
3. Select and confirm the required flight director modes and
engage the autopilot as required.
4. The pitch hold mode maintains a flight path angle rather than a
fixed pitch angle. The selected flight director pitch angle will
change as a function of altitude change, while climbing or
descending.
1. Landing gear...........................................................................................................UP
2. Slat / Flap lever................................................................................................... IN / 0
• At VFTO − 30 KIAS..................................................... Slat/flap (at the command of
PF) OUT/0
• At VFTO − 10 KIAS..................................................... Slat/flap (at the command of
PF) IN/0
3. BLEED switches ................................................................................................AUTO
4. Wing & cowl anti-ice ................................................................................. As required
• In icing conditions, confirm that wing and cowl anti-ice system indications are
normal, ICE advisory message (above 400 feet AGL) on and WAI and CAI icons
are green.
• In icing conditions, engine vibration levels may rise and fall as spontaneous ice
shedding occurs.
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Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
04−06−6 CSP 700−6
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

7. AFTER TAKE-OFF (CONT'D)

5. APU ..................................................................................................................... OFF
6. CAS .............................................................................................................. Checked
• Verify and analyze any messages, and clear (if any).
———— END ————

8. AFTER BLEED OFF TAKE-OFF CHECK

1. Landing gear...........................................................................................................UP
2. Slat / Flap lever................................................................................................... IN / 0
Prior to 7,000 ft. aircraft attitude:
3. BLEED switches ................................................................................................AUTO
4. EMER DEPRESS ................................................................................................ OFF
5. L and R PACK ....................................................................................................... ON
6. RAM AIR.............................................................................................................. OFF
7. Wing and cowl anti-ice.............................................................................. As required
8. APU ..................................................................................................................... OFF
9. CAS .............................................................................................................. Checked
———— END ————

9. IMMEDIATE RETURN CHECK

This procedure is intended to facilitate an immediate return and landing after a take-off and the
completion of an After Take-off Check without the need to complete a Climb Check and Descent
Check. This procedure may also serve as a circuit check.
1. Autobrake ................................................................................................. As required
• Select OFF, LO, MED, or HI (as desired)
2. Landing Data ......................................................................................................... Set
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REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−06−7
NORMAL PROCEDURES
TAXIING AND TAKE-OFF

9. IMMEDIATE RETURN CHECK (CONT'D)

3. Approach briefing......................................................................................... Complete
The approach briefing should be accomplished well before entering the terminal
control zone. The pilot-flying shall conduct the briefing and review and/or outline
the operational aspects of the expected approach which should include the
following:
(a) Type of approach
(b) Runway in use
(c) Landing minima
(d) Review of VREF and VFTO values
(e) Altitudes i.e. MSA, field elevation, threshold elevation, descent crossing
altitudes
(f) Outbound and procedure turn courses
(g) Final inbound course
(h) Decision height (DH) or Minimum Descent Altitude (MDA)
(i) Missed approach point (non-precision)
(j) Missed approach procedure
(k) NAV equipment set-up
(l) Any questions or clarifications and other pertinent details.

NOTE
The PF should hand over the controls to the PM when conducting
the approach briefing, and should resume control after completion
of the briefing.
4. Fuel quantity and balance............................................................................. Checked
• Fuel panel − check all switch/lights are out.
• XFEED SOV ............................................................................................CLOSED
5. CAS ...........................................................................................Checked and cleared
• Verify and analyze any messages, and clear (if any).
Then go to BEFORE LANDING CHECK
———— END ————

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
04−06−8 CSP 700−6
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

1. CLIMB CHECK
This check is normally completed when climbing through 10,000 feet to ensure normal cabin
pressurization and airplane system performance.
1. Climb thrust............................................................................................................ Set
• Climb thrust (CLB) will be displayed on the EICAS when above 400 feet AGL,
slats are IN, either of the thrust levers is reduced to less than 37 degrees
Throttle Lever Angle (not required if autothrottle is engaged), or a vertical mode
is selected.
• Climb EPR can be checked in the Maximum Climb Thrust (CLB) tables in
Figure 04−07−1.
2. Pressurization ............................................................................................... Checked
• Check system is operating normally and on-schedule.
3. PASS SIGNS ............................................................................................ As required
4. External lights ........................................................................................... As required
• L WING, NLG and R WING landing lights ...................................................... OFF
• TAXI / RECOG................................................................................................ OFF
If in Icing Conditions:
If in icing conditions, confirm that wing and cowl anti-ice system are ON, the indications are
normal and the WAI and CAI icons on the EICAS are green.

NOTE
Selection of wing and cowl anti-icing systems to ON above
30,000 feet, may cause significant engine bleed flow extraction for
a short time period. Monitor engine ITT.
Transition Altitude:
5. Altimeters............................................................................................................... Set
• Set pilot, copilot and standby altimeters to QNE (29.92 in. Hg. or 1013.2 mb).
• Cross-check pilot and copilot altitude readouts.
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REV 100, May 06, 2019 Flight Crew Operating Manual Volume 1
CSP 700−6 04−07−1
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

1. CLIMB CHECK (CONT'D)

AIRSPEED 250 KCAS 300 KCAS

ALT (feet) 0 5000 9990 10010 15000 20000 25000 30000
OAT

122 50 1.28
113 45 1.30
104 40 1.33 1.30
95 35 1.35 1.32
86 30 1.38 1.35 1.32 1.28
77 25 1.41 1.38 1.35 1.31
68 20 1.41 1.41 1.38 1.35 1.31
59 15 1.41 1.45 1.41 1.38 1.34
50 10 1.41 1.45 1.45 1.42 1.38
41 5 1.41 1.45 1.49 1.45 1.41 1.39
32 0 1.41 1.45 1.49 1.45 1.45 1.43 1.40
23 −5 1.41 1.45 1.49 1.45 1.49 1.47 1.44
14 −10 1.41 1.45 1.49 1.45 1.49 1.52 1.49 1.43
5 −15 1.41 1.45 1.49 1.45 1.49 1.56 1.53 1.48
−4 −20 1.41 1.45 1.49 1.45 1.49 1.56 1.58 1.53
−13 −25 1.41 1.45 1.49 1.45 1.49 1.56 1.62 1.58
−22 −30 1.41 1.45 1.49 1.45 1.49 1.56 1.62 1.62
−31 −35 1.41 1.45 1.49 1.45 1.49 1.56 1.62 1.66
−40 −40 1.41 1.45 1.49 1.45 1.49 1.56 1.62 1.66
−49 −45 1.49 1.56 1.62 1.66
−58 −50 1.56 1.62 1.66
−67 −55 1.62 1.66
−76 −60 1.62 1.66
−85 −65 1.66
−94 −70

continued on next page

Bleed Debits add up all debits

CAI −0.01 −0.01 −0.01 −0.01 −0.01 −0.01 −0.01 −0.01
WAI −0.02 −0.03 −0.03 −0.03 −0.04 −0.04 −0.04 −0.04

The cowl anti−ice and wing anti−ice bleed debits are zero if the SAT is
GF0407_001

below 5° C (41° F) and altitude is below 10,000 feet.

With only the cowl anti−ice on, the cowl anti−ice bleed debit is zero if
the SAT is below 10° C (50° F) and altitude is below 10,000 feet.

Maximum Climb Thrust (CLB), In Flight − Packs On and Anti-Ice Off

Figure 04−07−1 (Sheet 1 of 2)
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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
04−07−2 CSP 700−6
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

1. CLIMB CHECK (CONT'D)

AIRSPEED 0.8 Mach

ALT (feet) 33000 35000 37000 39000 41000 43000 45000 47000 49000 51000
OAT
°F °C
continuation of previous page

5 −15 1.48
−4 −20 1.52 1.52
−13 −25 1.57 1.57 1.57
−22 −30 1.61 1.62 1.62 1.61
−31 −35 1.65 1.66 1.66 1.66 1.65 1.64
−40 −40 1.70 1.70 1.70 1.70 1.70 1.69 1.68 1.66 1.64 1.62
−49 −45 1.72 1.75 1.75 1.75 1.75 1.73 1.72 1.71 1.69 1.67
−58 −50 1.72 1.79 1.79 1.79 1.79 1.78 1.77 1.75 1.73 1.71
−67 −55 1.72 1.79 1.81 1.81 1.81 1.80 1.79 1.77 1.75 1.73
−76 −60 1.72 1.79 1.81 1.81 1.81 1.80 1.79 1.77 1.75 1.73
−85 −65 1.72 1.79 1.81 1.81 1.81 1.80 1.79 1.77 1.75 1.73
−94 −70 1.79 1.81 1.81 1.81 1.80 1.79 1.77 1.75 1.73
−103 −75 1.80 1.79 1.77 1.75 1.73
−112 −80 1.77 1.75 1.73
−121 −85 1.73

GF0407_002
Bleed Debits add up all debits
CAI − − − − − − − − − −
WAI − − − − − − − − − −

Maximum Climb Thrust (CLB), In Flight − Packs On and Anti-Ice Off

Figure 04−07−1 (Sheet 2 of 2)
———— END ————

REV 56, Feb 11, 2008 Flight Crew Operating Manual Volume 1
CSP 700−6 04−07−3
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

2. CRUISE
1. Fuel balance ...................................................................................... Check / Monitor
If in Icing Conditions:
• If in icing conditions, confirm that wing and cowl anti-ice system are ON, the
indications are normal and the WAI and CAI icons on the EICAS are green.
NOTE
Prolonged flight in ice crystal conditions, typically found in high
cirrus cloud formations, may subject the aircraft engines to the
ingestion of ice crystals outside of the normal icing environment. In
these conditions, there may be no noticeable ice accumulation on
the airframe nor an “ICE” CAS message. Aircrew indications that
the engines may be experiencing ice crystal conditions are aircraft
Total Air Temperature (TAT) probe anomalies, “ADC
MISCOMPARE“ CAS messages and/or reduction of engine thrust
when operating in EPR (Primary) thrust control mode. In such
conditions, engine thrust control may be recovered by selecting N1
(Alternate) mode and exit the ice crystal conditions.

NOTE
Selection of wing and cowl anti-icing systems to ON above
30,000 feet, may cause significant engine bleed flow extraction for
a short time period. Monitor engine ITT.
Engine Power Settings For Cruise:

NOTE
Set EPR for cruise in accordance with the Maximum Cruise Thrust
(CRZ) tables on Figure 04−07−2, Figure 04−07−3 or
Figure 04−07−4, as applicable.
2. HUMIDIFIER (if installed) ......................................................................... As required
• EMS CDU Switch Control page ................................................................... Select
• HUMIDIFIER ................................................................................................ AUTO
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Volume 1 Flight Crew Operating Manual REV 56, Feb 11, 2008
04−07−4 CSP 700−6
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

2. CRUISE (CONT'D)

NOTE
The humidifier system must be selected OFF in the following
conditions for flights longer than 8 hours;
− During the first 3.5 hours.
− During the last 2 hours.
On flights 8 hours or less, the humidifier system may remain in
AUTO for the duration of the flight.

ALT (feet) 33000 35000 37000 39000 41000 43000 45000 47000 49000 51000
OAT
°F °C

5 −15 1.42
−4 −20 1.47 1.47
−13 −25 1.52 1.51 1.51
−22 −30 1.56 1.56 1.56 1.55
−31 −35 1.60 1.60 1.60 1.59 1.58 1.57
−40 −40 1.64 1.64 1.64 1.64 1.63 1.62 1.61 1.60 1.60 1.59
−49 −45 1.66 1.69 1.69 1.68 1.68 1.66 1.66 1.65 1.65 1.64
−58 −50 1.66 1.73 1.73 1.73 1.72 1.71 1.70 1.70 1.69 1.69
−67 −55 1.66 1.73 1.75 1.74 1.74 1.73 1.72 1.71 1.71 1.70
−76 −60 1.66 1.73 1.75 1.74 1.74 1.73 1.72 1.71 1.71 1.70
−85 −65 1.66 1.73 1.75 1.74 1.74 1.73 1.72 1.71 1.71 1.70
−94 −70 1.73 1.75 1.74 1.74 1.73 1.72 1.71 1.71 1.70
GF0407_003

−103 −75 1.73 1.72 1.71 1.71 1.70

−112 −80 1.71 1.71 1.70
−121 −85 1.70

Maximum Cruise Thrust (CRZ), 0.80 M − Packs On and Anti-Ice Off

Figure 04−07−2
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REV 93, Aug 11, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 04−07−5
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

2. CRUISE (CONT'D)

ALT (feet) 33000 35000 37000 39000 41000 43000 45000 47000 49000 51000
OAT
°F °C

5 −15 1.39
−4 −20 1.44 1.43
−13 −25 1.49 1.48 1.47
−22 −30 1.53 1.52 1.52 1.52
−31 −35 1.58 1.57 1.56 1.56 1.56 1.54
−40 −40 1.62 1.61 1.61 1.61 1.61 1.59 1.58 1.58 1.58 1.57
−49 −45 1.64 1.66 1.65 1.65 1.65 1.63 1.63 1.63 1.63 1.62
−58 −50 1.64 1.69 1.69 1.69 1.69 1.68 1.67 1.67 1.67 1.66
−67 −55 1.64 1.69 1.71 1.71 1.71 1.69 1.69 1.68 1.68 1.68
−76 −60 1.64 1.69 1.71 1.71 1.71 1.69 1.69 1.68 1.68 1.68
−85 −65 1.64 1.69 1.71 1.71 1.71 1.69 1.69 1.68 1.68 1.68
−94 −70 1.69 1.71 1.71 1.71 1.69 1.69 1.68 1.68 1.68

GF0407_004
−103 −75 1.69 1.69 1.68 1.68 1.68
−112 −80 1.68 1.68 1.68
−121 −85 1.68

Maximum Cruise Thrust (CRZ), 0.85 M − Packs On and Anti-Ice Off

Figure 04−07−3

ALT (feet) 33000 35000 37000 39000 41000 43000 45000 47000 49000 51000
OAT
°F °C

5 −15 1.37
−4 −20 1.41 1.40
−13 −25 1.46 1.45 1.44
−22 −30 1.51 1.50 1.50 1.49
−31 −35 1.56 1.55 1.54 1.54 1.54 1.52
−40 −40 1.60 1.59 1.59 1.59 1.58 1.57 1.56 1.56 1.56 1.56
−49 −45 1.62 1.64 1.63 1.63 1.63 1.61 1.61 1.61 1.61 1.61
−58 −50 1.62 1.68 1.68 1.67 1.67 1.66 1.65 1.65 1.65 1.65
−67 −55 1.62 1.68 1.69 1.69 1.69 1.67 1.67 1.67 1.67 1.66
−76 −60 1.62 1.68 1.69 1.69 1.69 1.67 1.67 1.67 1.67 1.66
−85 −65 1.62 1.68 1.69 1.69 1.69 1.67 1.67 1.67 1.67 1.66
−94 −70 1.68 1.69 1.69 1.69 1.67 1.67 1.67 1.67 1.66
GF0407_005

−103 −75 1.67 1.67 1.67 1.67 1.66

−112 −80 1.67 1.67 1.66
−121 −85 1.66

Maximum Cruise Thrust (CRZ), 0.88 M − Packs On and Anti-Ice Off

Figure 04−07−4
———— END ————

Volume 1 Flight Crew Operating Manual REV 45, Apr 25, 2005
04−07−6 CSP 700−6
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

3. DESCENT
Thorough and comprehensive planning is essential to ensure smooth transitions from one phase
of flight to another. Prior to commencing descent, the following procedures should be performed
to ensure that the airplane is properly configured and the various airplane systems are set for the
subsequent phase of flight. The pilot monitoring (PM) will acquire and confirm the operational
information for descent, holding and approach. When in receipt of the terminal conditions, the
FMS TOLD data should be programmed either in the Airplane Flight Manual (AFM) or Manual
modes.
———— END ————
4. DESCENT CHECK
1. Landing elevation................................................................................................... Set
• Select the STAT page and ensure that the correct LAND ELEV is set by the
FMS or via a MAN input on the PRESSURIZATION panel.
2. Fuel quantity & balance ................................................................................ Checked
• Fuel panel − check all switch / lights are out.
• Check that the fuel quantity is sufficient and the fuel is balanced to within AFM
limits.
• XFEED SOV ............................................................................................... Closed
3. Autobrake ................................................................................................. As required
• Select OFF, LO, MED or HI (as desired).
4. Terrain ...................................................................................................... As required
5. Weather radar (LSS)................................................................................. As required
6. FMS / Landing data ................................................................................Programmed
• ATIS information and ATC clearance should have been acquired.

NOTE
If the FMS destination airport is incorrect:
1. Use of APR for a precision approach is not
recommended until after established on the localizer
and glideslope with radar altitude displayed, and
2. Use of NAV for a localizer approach is not
recommended.
• Confirm that FMS TOLD information has been entered into the FMS (AFM or
MAN mode) and landing performance has been determine.

NOTE
The FMS TOLD mode is not approved for operations on
contaminated runways. The AFM performance charts must be
consulted to determine the performance for a takeoff on a runway
with greater than 1/8 inch (3mm) of water (or equivalent).
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REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 04−07−7
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

4. DESCENT CHECK (CONT'D)

7. Radios / Navaids............................................................................... Set for approach
• Confirm that the required frequencies have been set in the RMUs for the arrival
and/or the intended approach.
8. Approach briefing......................................................................................... Complete
The approach briefing should be accomplished well before entering the terminal
control zone. The pilot-flying (PF) shall conduct the briefing and review and/or
outline the operational aspects of the expected approach which should include
the following:
(a) Type of approach
(b) Runway in use
(c) Landing minima
(d) Review of VREF, VFTO, landing distance required and EPR values
(e) Altitudes i.e. MSA, field elevation, threshold elevation, descent crossing
altitudes
(f) Outbound and procedure turn courses
(g) Final inbound course
(h) Decision Altitude (height) (DA(H)) or Minimum Descent Altitude (MDA) and
any cold weather corrections.
(i) Missed approach point (non-precision)
(j) Missed approach procedure
(k) NAV equipment set-up
(l) Any questions or clarifications and other pertinent details.

NOTE
The PF should hand over the controls to the PM when conducting
the approach briefing, and should resume control after completion
of the briefing.
9. CAS .................................................................................................................. Check
• Recall all messages, evaluate (if any) and clear CAUTIONS.
If in Icing Conditions:
• If in icing conditions, confirm that wing and cowl anti-ice system are ON, the
indications are normal and the WAI and CAI icons on the EICAS are green.
• If FMS AFM TOLD mode is being used, ensure that the required anti-ice
settings have been initialized.

NOTE
Selection of wing and cowl anti-icing systems to ON above
30,000 feet, may cause significant engine bleed flow extraction for
a short time period. Monitor engine ITT.
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Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
04−07−8 CSP 700−6
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

4. DESCENT CHECK (CONT'D)

Transition level:
10. Altimeters............................................................................................................... Set
• Set standby altimeter to QNH upon receipt of information.
• Both Pilot and Copilot altimeters should be left at QNE (29.92 in. Hg. or 1013.2
mb) until passing through transition level.
• Cross-check pilot and copilot altitude readouts after resetting altimeters to QNH.
11. Pressurization ............................................................................................... Checked
• Check system is operating normally and on-schedule.
• For QFE operations:
• LDG ELEV switch ....................................................................................MAN
• Landing elevation........................................................... Adjust (set to 0 feet).

NOTE
1. For QFE operations, the LAND ELEV switch must be selected to
the MAN position. Use of the LAND ELEV switch in the FMS
position during QFE operations is prohibited.
2. After a prolonged cold soak at altitude, the APU may have
difficulty starting. Up to three start attempts are required after a
6 to 8 hour cold soak.
———— END ————

REV 66, Aug 03, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 04−07−9
NORMAL PROCEDURES
CLIMB, CRUISE AND DESCENT

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 45, Apr 25, 2005
04−07−10 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

1. APPROACH
It is assumed that all the necessary preparations for the approach have been accomplished prior
to reaching the terminal control zone. The In-range check should have been initiated prior to the
start of the descent and completed before arriving at the terminal area. Plan the descent such
that the airplane will be at the traffic pattern altitude at flaps-up maneuvering speed, at about
12 miles (19 km) out when proceeding straight-in, or at about 8 miles (13 km) out when entering
the pattern abeam.
As a rule-of-thumb, the descent should be planned so as to arrive at the following conditions:
• Altitude (AGL) ...................................................................................... 10,000 feet
• Distance from the airport..............................................................30 miles (48 km)
• Airspeed.................................................................................................. 250 KIAS

NOTE
If FMS is in use, TOD will put the airplane at the altitude constraints
in the terminal area using the flight path angle (FPA) entered in
PERF INIT, page 2/5. The FMS speed will be at the CLEAN
approach speed and at the DIST TO DESTINATION or at the
FIRST APP WPT option, all entered on DEP/APP SPD, page 2/4.
———— END ————

REV 41, Jul 08, 2004 Flight Crew Operating Manual Volume 1
CSP 700−6 04−08−1
NORMAL PROCEDURES
APPROACH AND LANDING

2. MANEUVERING AND APPROACH SPEEDS

The following table shows the minimum approach reference speeds with respect to various flaps
settings and airplane weights.
MINIMUM APPROACH REFERENCE SPEEDS
Slats IN / Slats OUT / Slats OUT / Slats OUT / Slats OUT /
Weight
Flaps 0° Flaps 0° Flaps 6° Flaps 16° Flaps 30°
(Lb)
(KIAS) (KIAS) (KIAS) (KIAS) (KIAS)
55000 148 128 121 114 108
58000 151 131 124 117 111
61000 154 134 127 120 114
64000 156 136 129 122 116
67000 159 139 132 125 119
70000 162 142 135 128 122
73000 165 145 138 131 125
76000 167 147 140 133 127
79000 170 150 143 136 130
82000 173 153 146 139 133
85000 176 156 149 142 136
88000 178 158 151 144 138
91000 180 160 153 146 140
94000 183 163 156 149 143
The minimum maneuvering speeds are obtained by adding 10 knots to the speeds shown above.
The 10-knot additive provides adequate margin to stick shaker actuation for an inadvertent 15°
overshoot beyond the normal 30° bank, when recommended procedures are followed.
———— END ————

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
04−08−2 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

3. HOLDING
Prior to entering the hold, it is assumed that a holding clearance and all other pertinent data have
been acquired. All other necessary items (entry procedures, timing, fuel, etc.) relevant to the hold
and subsequent approach should also have been determined.

NOTE
Do not hold in icing conditions with slats out / flaps extended.
1. Airspeed....................................................................................................... 200 KIAS PF
• Reduce the airplane speed at least 3 minutes prior to arrival at the holding fix.
• Review the performance data for thrust setting if a prolonged holding is
expected.
2. Slats / Flaps lever ................................................................................. IN / 0 degrees PM
Upon receipt of a holding clearance, the pilot-flying (PF) should:
3. Request:
• Estimated approach time,
• Type of approach in use.
4. Check:
• Minimum diversion fuel,
• Weather at the destination and at the alternate,
• Endurance speed.
5. Procedure:
• Determine entry procedure, and
• Brief pilot monitoring (PM).

NOTE
If time does not permit determining entry procedure, upon
station passage, turn immediately outbound to parallel
outbound track. After the required timing, turn inbound
towards the holding track.
Holding patterns must be entered and flown at or below the airspeed set by the regulatory
agencies. Air Traffic Control (ATC) must be advised if it is impossible to comply with the
appropriate maximum holding airspeed.
The initial outbound leg should be flown for 1 minute or 1 1/2 minutes, as required for the altitude.
Timing for the subsequent outbound legs should be adjusted as necessary to achieve the proper
inbound leg timing. ATC should be advised immediately if an increase in airspeed is necessary
due to turbulence or if it is impossible to accomplish any part of the holding procedure.
The maximum holding airspeeds and timing are shown in the table below:
ALTITUDE AIRSPEED (KIAS) TIMING (MINUTES)
Up to and including 14,000 feet 230 1.0
Above 14,000 feet 265 1.5
———— END ————

REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 04−08−3
NORMAL PROCEDURES
APPROACH AND LANDING

4. PRECISION (ILS/PAR) APPROACH

Precision approaches utilizing the autopilot and/or the flight director are essentially the same.
Approaching the fix (or beacon), when performing a full approach (with procedure turn) or
coming from a hold:

NOTE
When performing an ILS autopilot-coupled approach, ensure that
both flight directors are displayed.
1. Slats / Flaps lever ............................................................................. OUT / 0 degrees PM
2. Airspeed....................................................................................................... 180 KIAS PF
Fix outbound:
3. Slats / Flaps lever ............................................................................. OUT / 6 degrees PM
4. Airspeed....................................................................................................... 160 KIAS PF
Procedure turn inbound:
5. Slats / Flaps lever ........................................................................... OUT / 16 degrees PM
6. Airspeed....................................................................................................... 140 KIAS PF

NOTE
When performing a straight-in approach (radar vectored), assume
the initial approach configuration (as in 5 and 6 above), at a
distance of 12 miles away from the airport.
Cleared for the approach; Fix inbound (for a full approach), or when on the localizer
intercept heading (for a straight-in approach):
7. FCP mode............................................................................................................ APR PF

NOTE
A premature selection of APPR may cause an erroneous
Nav−to−Nav transfer if the aircraft comes close to or crosses the
localizer signal. Confusion due to the presence of localizer side
lobes may also cause localizer needle movement triggering an
erroneous Nav−to−Nav transfer.

8. Mode annunciations........................................................................................... Verify BOTH

• LOC 1 (2) and GS armed − white indications on both PFDs.
• LOC 1 (2) − green indications on both PFDs.
When 1 dot below the glideslope:
9. Landing gear.................................................................................................... DOWN PM
At glideslope capture (indicated by green GS annunciation on both PFDs):
10. Slats / Flaps lever ........................................................................... OUT / 30 degrees PM
11. Airspeed........................................................................................... VREF + 1/2 GUST PF
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−4 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

4. PRECISION (ILS/PAR) APPROACH (CONT'D)

12. Before Landing Check ................................................................................. Complete PM
13. Preselect ALT ........................................................................................................ Set PM
• To missed approach altitude.
At the final approach fix (FAF):
14. Fix name, altitude and flags...........................................................................Recheck BOTH
• Recheck correct fix name, at correct altitude and no flags in view.
At decision height (DH) or decision altitude (DA) and landing is feasible:
15. Autopilot (if used).......................................................................................Disconnect PF
• At no less than 50 feet AGL
At or below 50 feet AGL:
16. Thrust levers ........................................................................................................IDLE PF
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NORMAL PROCEDURES
APPROACH AND LANDING

4. PRECISION (ILS/PAR) APPROACH (CONT'D)

Slats/Flaps − OUT/0 degrees

Retract Slats/Flaps on Schedule

Spoilers − Check Deployed

Slats/Flaps − OUT/6 degrees

Thrust reversers − Deploy

Go-Around switch − Press
NOTE: Straight-In Approach (at least 12 miles from touchdown):

Positive Rate of Climb

Landing Gear − Up
Slats/Flaps − OUT/16 degrees

Go-Around Attitude
Approaching Fix:

Go-Around Thrust

Brakes − Apply
Missed Approach:
180 KIAS

Touchdown:
140 KIAS

Decision Height/Altitude
(DH / DA)
Slats/Flaps − OUT/6 degrees

Before Landing Check − Complete

Slats/Flaps − OUT/30 degrees
Fix Outbound:

160 KIAS
PRECISION (ILS/PAR) APPROACH

V REF + 1/2 GUST

At Glideslope Capture:
Landing Gear − Down
1 Dot Below Glideslope:

Slats/Flaps − OUT/16 degrees

Procedure Turn Inbound:

140 KIAS

GF0408_002

Precision (ILS/PAR) Approach

Figure 04−08−1
———— END ————

5. NON-PRECISION APPROACH
When approaching the fix (or beacon):
1. Slats / Flaps lever ............................................................................. OUT / 0 degrees PM
2. Airspeed....................................................................................................... 180 KIAS PF
When at fix outbound or when abeam the approach fix for a straight-in approach
(radar vectored):
3. Slats / Flaps lever ............................................................................. OUT / 6 degrees PM
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−6 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

5. NON-PRECISION APPROACH (CONT'D)

4. Airspeed....................................................................................................... 160 KIAS PF
Procedure turn inbound:
5. Slats / Flaps lever ........................................................................... OUT / 16 degrees PM
6. Airspeed....................................................................................................... 140 KIAS PF
When tracking procedure turn altitude:
7. Preselect altitude ................................................................................................... Set PM
• To the final approach fix (FAF) altitude.
• Verify that ASEL white indication is on (armed).
When established inbound:
8. FCP mode........................................................................................... Set as required PF
9. Thrust levers ......................................................................................................Adjust PF
• To maintain the desired rate of descent.
At approximately 3 miles before FAF:
10. Landing gear.................................................................................................... DOWN PM
11. Slats / Flaps lever ........................................................................... OUT / 30 degrees PM
12. Airspeed............................................................................................ VREF+ 1/2 GUST PF
13. Before Landing Check .............................................................................. Accomplish PM
Upon FAF altitude capture (also indicated by green ALT messages on both PFDs):
14. Preselect altitude ................................................................................................... Set PM
• To the minimum descent altitude (MDA).
At the FAF:
15. Fix name ............................................................................................................... Call BOTH
16. Chronometer........................................................................................................ Start BOTH
17. FCP mode........................................................................................... Set as required PF
18. Thrust levers ......................................................................................................Adjust PF
• To maintain the desired descent rate.
19. Autopilot (if used).......................................................................................Disconnect PF
• Prior to commencing final turn, at no less than 400 feet AGL.
When the MDA is captured (as indicated by yellow MDA alert and flashing cyan MDA
pointer on both PFDs):
20. Preselect altitude ................................................................................................... Set PM
• To missed approach altitude.
At the missed approach point (MAP) and runway is in sight:
21. Landing ............................................................................................ Continue visually PF
• Continue the approach on a 3° glide path.
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NORMAL PROCEDURES
APPROACH AND LANDING

5. NON-PRECISION APPROACH (CONT'D)

At or below 50 feet AGL:
22. Thrust levers ........................................................................................................IDLE PF
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−8 CSP 700−6
NOTE: For a straight − in approach (when abeam the fix): NON−PRECISION APPROACH
Slats/Flaps − OUT/6 degrees
160 KIAS
Fix Outbound:

Slats/Flaps − OUT/6 degrees

160 KIAS Approaching Fix:
Slats/Flaps − OUT/0 degrees

REV 112, May 19, 2022

180 KIAS

Missed Approach:
Go−Around switch − Press
Go−Around Thrust
Go−Around Attitude
5. NON-PRECISION APPROACH (CONT'D)

Slats/Flaps − OUT/6 degrees

Minimum Descent Altitude (MDA)
Positive Rate of Climb
Landing Gear − Up

CSP 700−6
Retract Slats/Flaps on Schedule

Figure 04−08−2
Non−Precision Approach

———— END ————

NORMAL PROCEDURES

Flight Crew Operating Manual

Inbound to the fix (3 miles):
APPROACH AND LANDING

Landing Gear − Down Final Approach Fix:

Slats/Flaps − OUT/30 degrees Timing − Start
V REF + 1/2 GUST Descend to MDA
Before Landing Check − Complete Touchdown:
Visual Descent Point (VDP) or Spoilers − Check Deployed
Missed Approach Point (MAP);
Brakes − Apply
Runway in sight:
Procedure Turn Inbound: Thrust reversers − Deploy
Continue descent on normal
Slats/Flaps − OUT/16 degrees 3−degree glide path
140 KIAS
GF0408_003A

04−08−9
Volume 1
NORMAL PROCEDURES
APPROACH AND LANDING

6. CIRCLING APPROACH
When performing a circling approach, maintain the airplane configuration from the final approach
fix (FAF) onwards (Slats OUT / Flaps 30° and landing gear down). At the circling MDA with the
field in sight, maneuver to establish a downwind leg parallel to the runway at a distance of
approximately 1 1/2 miles.
At the established downwind:
1. Circling MDA .................................................................................................. Maintain PF
2. Slats / Flaps lever ........................................................................... OUT / 30 degrees PM
3. Airspeed..............................................................................................VREF + 10 KIAS PF
When abeam the runway threshold:
4. Chronometer........................................................................................................ Start BOTH
• Time for 15 to 30 seconds, plus or minus wind correction.
After the desired timing has elapsed, start the turn towards the base leg:
5. Descent............................................................................................................. Initiate PF
Approaching 400 feet, start turn towards final, and when landing is assured:
6. Airspeed........................................................................................... VREF + 1/2 GUST PF
NOTE
The autopilot, if used, should be disconnected no later than
400 feet AGL.
At or below 50 feet AGL:
7. Thrust levers ........................................................................................................IDLE PF
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NORMAL PROCEDURES
APPROACH AND LANDING

6. CIRCLING APPROACH (CONT'D)

Circling MDA − Maintain

Retract Slats/Flaps on Schedule

Slats/Flaps − OUT/6 degrees
Go−Around switch − Press

Positive Rate of Climb

Runway in sight:

Go−Around Attitude

Landing Gear − Up
Go−Around Thrust
Missed Approach:
Downwind (same config as FAF) :

Slats/Flaps − OUT/30 degrees

Landing Gear − Down

VREF + 10 KIAS

Spoilers − Check Deployed

CIRCLING APPROACH

Thrust reversers − Deploy

Brakes − Apply
Touchdown:
Timing − Start

Circling MDA
Abeam threshold:

les
mi
/2
11

Turning Final (approaching 400 feet AGL):

Bank − 30 degrees maximum

15 − 30 seconds
Descent − Initiate

VREF + 1/2 GUST

After desired timing:

GF0408_004B

Circling Approach
Figure 04−08−3
———— END ————

7. STANDARD VISUAL APPROACH

Enter the downwind leg according to the prescribed regulatory procedures.
1. Downwind altitude............................................................................... 1,500 feet AGL PF
2. Slats / Flaps lever ............................................................................. OUT / 6 degrees PM
3. Airspeed....................................................................................................... 160 KIAS PF
4. Thrust........................................................................................................ As required PF
• To maintain the downwind airspeed.
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NORMAL PROCEDURES
APPROACH AND LANDING

7. STANDARD VISUAL APPROACH (CONT'D)

5. Slats / Flaps lever ........................................................................... OUT / 16 degrees PM
6. Airspeed....................................................................................................... 140 KIAS PF
7. Landing gear.................................................................................................... DOWN PM
• Prior to turning towards the base leg (at the command of the PF).
Turning base:
8. Descent............................................................................................................. Initiate PF
9. Rate of descent.....................................................................Approximately −700 fpm PF
At 500 to 700 feet altitude, initiate turn to final:
10. Slats / Flaps lever ........................................................................... OUT / 30 degrees PM
NOTE
The autopilot, if used, should be disconnected no later than
400 feet AGL.
11. Airspeed........................................................................................... VREF + 1/2 GUST PF
12. Before Landing checklist.............................................................................. Complete PM
At or below 50 feet AGL:
13. Thrust levers ........................................................................................................IDLE PF
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−12 CSP 700−6
STANDARD VISUAL APPROACH
Turning Base:
Start descent
Mid−downwind: On Downwind:

Slats/Flaps − OUT/16 degrees Slats/Flaps − OUT/6 degrees

REV 112, May 19, 2022

Prior To Turning Base: 140 KIAS 160 KIAS

Landing gear − Down

1,500 feet AGL

7. STANDARD VISUAL APPROACH (CONT'D)

Touchdown:

CSP 700−6
Spoilers − Check

Figure 04−08−4
1 − 1 1/2 miles
Brakes − Apply

Standard Visual Approach

Thrust reversers − Deploy

———— END ————

NORMAL PROCEDURES

Flight Crew Operating Manual

Go−Around:
APPROACH AND LANDING

Go−Around switch − Press

Go−Around Thrust

Turning Final (approx. 500 − 700 feet): Go−Around Attitude

Slats/Flaps − OUT/6 degrees
Slats/Flaps − OUT/30 degrees
Positive Rate of Climb
VREF + 1/2 GUST
Landing Gear − Up
(Maximum correction is + 10 KIAS)
Retract Slats/Flaps on Schedule
Before Landing Check − Complete

GF0408_005B

04−08−13
Volume 1
NORMAL PROCEDURES
APPROACH AND LANDING

8. BEFORE LANDING CHECK

NOTE
Monitor thrust lever position during any autothrottle−engaged
approach and landing.
1. Landing gear............................................................................... Down and indicating
• Check that three amber hash marks are displayed on the EICAS primary page,
indicating that the landing gear is in transit, followed by three green DN
indications, indicating that the landing gear is down and locked.
2. External lights ........................................................................................... As required
3. Passenger signs ....................................................................................... As required
• NO SMKG and SEAT BLTS switches as required
4. WING & COWL anti-ice switches ..............................................................OFF or ON
• If in icing conditions, confirm that wing and cowl anti-ice system are ON, the
indications are normal and the WAI and CAI icons on the EICAS are green.
5. Flight spoiler lever........................................................................................ Retracted
• Flight spoilers may be utilized to a minimum of 300 feet AGL.
6. Slat / Flap lever.................................................................................... Set for landing
• Final slat / flap configuration may have to be delayed as required. If this is the
case, the PM must ensure that this procedure has been completed before
calling out “Before Landing Check Complete”.
• Check that the slat / flap indications are displayed as selected.
NOTE
For forced / emergency landing near bodies of water, at weights
above the maximum landing weight, OUTFLOW VALVE 2 must be
closed and one air-conditioning pack must be shutdown for landing.
7. CAS .............................................................................................................. Checked
• Verify and analyze any messages, and clear (if any).
———— END ————

Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−14 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

9. GO-AROUND
The following procedures are recommended in the event of a missed approach or other situations
which would necessitate making a go-around maneuver, with the airplane in the landing
configuration.
It is assumed that the flight instruments, radios and navigation aids have been previously set-up
for the missed approach.
An all engine go-around maneuver after touchdown during a normal landing is entirely the
prerogative of the pilot-in-command to employ if conditions are not conducive for a full-stop
landing.

CAUTION
A go-around maneuver should NOT be attempted after the thrust
reversers have been deployed.

NOTE
The minimum fuel quantity for go-around is 266 kg (600 lb) per wing
tank (with wings level), with a maximum airplane climb attitude of
10° nose up.
If the go-around is flown to an airport above approximately 8,500
feet elevation and the LDG ELEV is changed to an airport below
7,230 feet, the CABIN ALT caution or CABIN ALT warning
message will display if the cabin altitude exceeds 8,200 feet or
9,000 feet, respectively. Monitor EICAS until CAB ALT is below
8,200 feet.
The demonstrated minimum altitude for Go-Around without
touching the ground is 50 feet.

From a gear-down, slat OUT / flap 30 approach; at the MAP, DH, DA or during circling and a
decision to go-around is made:
1. Go-Around switch / Thrust Levers ........................................... Press / MAX THRUST
• Advance the thrust levers to the MAX THRUST while simultaneously pressing
the go-around switch.
2. Pitch attitude ..................................................................................................Increase
rotate smoothly towards minimum pitch attitude of + 10°.
3. Slat / Flap lever............................................................................................... OUT / 6
When a positive rate of climb is achieved:
4. Landing gear...........................................................................................................UP
5. Airspeed......................................................................................................... Maintain
at least VREF (Flaps 30°) + 10.
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NORMAL PROCEDURES
APPROACH AND LANDING

9. GO-AROUND (CONT'D)
At slat / flaps retraction schedule:
6. Slat / flaps ..........................................................................................................Select
• At VFTO − 30 KIAS................................................................... Slats OUT / Flaps 0
• At VFTO − 10 KIAS....................................................................... Slats IN / Flaps 0
7. Normal climb-out schedule ....................................................................... Accomplish
———— END ————

10. CROSSWIND LANDING

The recommended technique for approach is the wings level crab technique where the aircraft is
pointed into the wind to control direction.
If a crosswind is present, as the flare is commenced, application of rudder is used to align the
fuselage parallel with the runway centerline.
As rudder is applied the aircraft will tend to roll in the direction of the rudder input. To counter this,
simultaneous input of rudder and opposite aileron is required to keep the wings level. In this
wings level condition there will be some sideways drift. A slight, into wind, wing down should
control this sideways motion.
Excessive wing down can cause the wing tip to contact the runway. In order to minimize this
possibility, the focus should be on wings level and the touchdown should occur as soon as the
aircraft is aligned with the runway. Prolonging the flare would increase the pitch attitude which
brings the wing tip closer to the ground.
The aileron input is required throughout the landing roll and the input should be increased as the
airspeed decreases.
Any lateral motion on final approach should be controlled using aileron inputs. The rudder should
not be used to control lateral motion and should only be used in the flare to align the aircraft with
the runway.
The use of autobrake is recommended for strong crosswinds.
———— END ————

11. TOUCH-AND-GO LANDING

Touch-and-go landing maneuvers are only intended for use during flight training, primarily for
approach and landing practice, and should not be utilized as part of the normal take-off and
landing procedures.
NOTE
1. For touch-and-go landings, GND LIFT DUMPING switch may be
left at AUTO.
2. The landing gear may be left extended throughout the whole
exercise, if required for brake cooling.
3. If in icing conditions, wing and cowl anti-icing must be set to ON
prior to commencing touch-and-go landing maneuvers.
When stabilized at the downwind leg:
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−16 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

11. TOUCH-AND-GO LANDING (CONT'D)

1. V speeds............................................................................Recompute and set speed
bugs accordingly
———— END ————

12. FULL STOP LANDING

The procedures outlined below are done simultaneously or in quick succession, as the situation
requires.
Approach through 50 feet height point at VREF (Refer to the Airplane Flight Manual; Chapter 6;
PERFORMANCE − LANDING PERFORMANCE) on stabilized glide slope of 3 degrees, with
landing gear down, slats out and flaps at 30 degrees.
Thrust reversers may be used after touchdown to supplement the use of wheel brakes.
With the thrust reversers deployed, a nose-up pitching tendency will occur at high reverse thrust
settings, particularly at aft c.g. light weights. This tendency is controllable with elevator and may
be minimized by ensuring that nose wheel touchdown is achieved, and nose-down elevator
applied, before selecting reverse thrust.
At or below 50 feet AGL:
1. Thrust levers ........................................................................................................IDLE
2. Airplane attitude.................................................................. Maintain until close to the
runway.
• Perform partial flare, and touchdown without holding off.
3. Ground lift dumping ...........................................................................Check deployed
4. Brakes.................................................................................................................Apply
• Apply brakes as appropriate for landing and runway conditions.
5. Thrust reversers............................................................................................... Deploy
6. Directional control .......................................................................................... Maintain
• Use aileron and rudder as required.
7. Engine instruments and airspeed ....................................................................Monitor
• PM will advise PF of any engine limitations about to be reached or of any
discrepancy.

Effectivity:
• Airplanes 9002, 9005 thru 9062 not incorporating Service Bulletin:
• SB 700S31−006, IAC − Change IAC Part Number and Software Upgrade.

NOTE
During thrust reverser stow operations, the reverser in-transit
indications (i.e., REV white icon) will not be displayed.

8. Thrust reversers.....................................................................................IDLE / STOW

• Confirm reversers are stowed.
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REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−08−17
NORMAL PROCEDURES
APPROACH AND LANDING

12. FULL STOP LANDING (CONT'D)

NOTE
Inadvertent positioning of the thrust levers between the IDLE and
the REV detents will result in propulsion system anomalies, such as
L (R) REVERSER FAIL indications.
9. Nose wheel steering ................................................................................. As required
———— END ————

13. AFTER LANDING

The After Landing checklist will be accomplished when the airplane is clear of the runway, at a
safe taxi speed with the engines stabilized at forward thrust.
1. ATC/ TCAS ............................................................................................... As required
• Select ATC ON or ATC ALT. Required for airports equipped with ground surface
management systems (i.e. ASDE−X, MDS).
• Otherwise or as instructed by ATIS/ATC select STANDBY.
2. Weather radar (LSS)............................................................................................ OFF
3. Slat / Flap lever......................................................................................... As required
NOTE
If the approach and landing was made in icing conditions or if the
runway is covered with slush or snow, it may be necessary to leave
the slats and the flaps extended. After a visual inspection has
confirmed there is no significant amount of ice, slush or snow in the
drive mechanisms, the slats and flaps may be retracted.
4. External lights ........................................................................................... As required
5. WING and COWL anti-ice switches ................................................ OFF / as required
6. APU .......................................................................................................... As required
NOTE
1. When operating with wide cut fuels at temperature extremes
(either very hot or very cold), the APU may not always start
successfully on the first attempt.
2. After a prolonged cold soak at altitude, the APU may have
difficulty starting. More than one start attempt may be required
to start the APU after a 6 to 8 hour cold soak.
3. Use of the APU or External AC power is recommended for
refueling operations. With all AC busses available, the APU
battery charge is maintained and with the AC primary fuel
pumps operating, fuel is prevented from entering the vent
system.
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−18 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

13. AFTER LANDING (CONT'D)

CAUTION
Make sure to relieve any residual pressure in the refuel/defuel
manifold after pressure refueling. Select the refuel/defuel panel to
MANUAL and briefly open the center tank valve. This will minimize
the risk of cracks developing in the refuel/defuel manifold because
of an overpressure condition, which can occur due to thermal
expansion. The probability of an overpressure event is higher if the
aircraft is parked in a very hot environment when the fuel system is
serviced.
Following a hard landing or hard de-rotation:
It is possible that damage may have occurred to the airplane structure and systems. This
damage may be visible or hidden. In this instance, it is strongly recommended that the airplane
be inspected for damage, prior to the next flight, in accordance with the Hard / Overweight
Landing checks contained in the Aircraft Maintenance Manual.
A hard landing is described as:
• A landing at a vertical descent rate greater than 600 feet per minute or 10 feet per second
when the airplane gross weight is less than or equal to the maximum landing weight (MLW).
• A landing at a vertical descent rate greater than 360 feet per minute or 6 feet per second
when the airplane gross weight is greater than the maximum landing weight (MLW), but less
than or equal to the maximum take-off weight (MTOW).
• A landing that results in a burst of one or more of the aircraft tires or creates damage to the
wheels.
• A landing where the airplane makes a skid on the prepared runway surface, or lands with an
uncontrolled sideways skid or continues to move from the prepared surface to a runway
surface that is not prepared.
• A landing where the airplane touches the ground with one or more landing gear on a surface
other than the prepared surface.
• A landing where the airplane nose landing gear touches the ground before both main landing
gear have touched the ground.
• A landing where the airplane bounces or skips after initial impact and the ground spoilers
subsequently deploy while the airplane is still in the air.
A hard de-rotation is described as:
• The brakes were applied before the nose landing gear touches the ground.
• Full or nearly full nose-down elevator was applied before the nose landing gear touches the
ground.
• Forward column pressure was applied by the pilot at a high pitch attitude, following main gear
down, in order to rapidly lower the nose landing gear to the ground.
If terminating, go to SHUTDOWN CHECK
———— END ————

REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−08−19
NORMAL PROCEDURES
APPROACH AND LANDING

14. TAXI BACK

This procedure is intended in circumstances such as during in-airplane training when a landing is
completed and the airplane is taxied for another take-off without engine(s) shut-down. In this
case there is no requirement to carry out a complete Originating Check or other items from the
Start Check.
Used when engines are not shutdown.
1. FMS ........................................................................................................Programmed
• The PF programs the FMS and cross-check is accomplished by the PM.
• If GPS 1 and 2 are not powered-up in the correct sequence, a PREDICTIVE
RAIM UNAVAILABLE message will be displayed on the FMS.
2. Take-off data...........................................................................................Programmed
• Check correct EPR icon and correct V speeds are displayed.
3. Radios / Navaids...............................................................................Set for departure
4. Flight instruments .................................................................................Check and set
• Flight director .............................................................................. Set for departure
• While taxiing, both pilots will verify their respective EFIS displays for correct
operation with no flags / annunciators present.
5. Slat / Flap lever.................................................................................... Set for take-off
• Copilot will set slat / flap for take-off and confirm indications are as per selection,
on EICAS primary display.
6. Trims .................................................................................................... Set for take-off
7. Take-off briefing........................................................................................... Complete
The following items are recommended for review:
(a) Type of take-off required for the existing weather and runway conditions,
(b) Runway conditions,
(c) Anti-icing requirements,
(d) EPR thrust setting, V speeds and bug settings,
(e) Airspeed calls,
(f) Rejected take-off considerations and procedures,
(g) SID or departure procedures as per clearance,
(h) Obstacle clearance requirements,
(i) Emergency plan an any other condition which may alter the normal take-off profile,
(j) Any questions, clarifications or other pertinent details (MEL / CDL).
8. Fuel quantity / balance...................................................................................... Check
• XFEED SOV ............................................................................................... Closed
• Select FUEL page and check system operation normal.
• Each pilot verifies that the fuel shown on EICAS is the required fuel and that the
fuel load agrees with the value entered in the log book.
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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−20 CSP 700−6
NORMAL PROCEDURES
APPROACH AND LANDING

14. TAXI BACK (CONT'D)

Then go to TAKE-OFF CHECK.
———— END ————

REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−08−21
NORMAL PROCEDURES
APPROACH AND LANDING

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Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
04−08−22 CSP 700−6
NORMAL PROCEDURES
SHUTDOWN

1. SHUTDOWN
The following procedures will be accomplished when the airplane has come to a complete stop.
1. Chocks / Parking brake............................................................................. As required
• Set parking brake once the airplane has come to a full stop as follows:
• Brake pedals .......................................................................................... Press
• Parking brake............................................................................................. ON
• Brake pedals ...................................................................................... Release
• Ensure that chocks are in place before releasing parking brake.

REV 106, Nov 11, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 04−09−1
NORMAL PROCEDURES
SHUTDOWN

1. SHUTDOWN (CONT'D)
5. ENG RUN switches ............................................................................................. OFF
NOTE
1. The L-R COWL A/ICE FAULT advisory message may
illuminate subsequent to an engine shutdown if the cowl anti−ice
valve does not indicate open in 30 seconds after engine
shutdown.
2. The aircraft must stay powered for at least 90 seconds after
engine shutdown to ensure complete recording of engine
parameters for CAIMS.
3. If the LH Engine is the only operating engine and if there is no
APU or External AC Electrical Power supply to the aircraft, an
engine shutdown will result in an uncommanded N1 Control
Mode ( L FADEC N1 CTL caution message). This is an
nuisance message and can be cleared (with engine not running)
by resetting the EEC’s through the ENGINE RUN switch or by
cycling EEC power through the EMS CDU.
4. Oil level check / replenishment / servicing (within 5 to 30
minutes after engine shutdown and after 15 minutes of APU
shutdown) must be accomplished using one of the following
procedures:
• Chapter 4, NORMAL PROCEDURES − Engine Oil
Replenishment,
• Chapter 4, NORMAL PROCEDURES − APU Oil
Replenishment,
• Chapter 7, SUPPLEMENTARY PROCEDURES − Manual Oil
System Servicing, or
• in accordance with the procedures in the Aircraft Maintenance
Manual.
6. PASS SIGNS ....................................................................................................... OFF
7. Beacon and taxi lights.......................................................................................... OFF
8. WING and COWL anti-ice switches ..................................................................... OFF
9. NOSE STEER switch........................................................................................... OFF
10. HYDRAULIC pumps ............................................................................................ OFF
11. ATC/ TCAS .................................................................................................STANDBY
NOTE
1. If on a through flight, the airplane can be kept powered up, with
crew continuity, then this is the end of the checklists, until ready
to start engines.
2. For a quick turn-around, when ready to start, accomplish the
START checklist.
3. If it is the last flight of the day, continue and complete the
TERMINATING checklist, in the following section.
———— END ————

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
04−09−2 CSP 700−6
NORMAL PROCEDURES
TERMINATING

1. TERMINATING
The following procedures will be performed after all the passengers have deplaned and the
airplane is to be secured for any reason.
1. Chocks / Parking brake............................................................................. As required
• Set parking brake once the airplane has come to a full stop as follows:
• Brake pedals .......................................................................................... Press
• Parking brake............................................................................................. ON
• Brake pedals ...................................................................................... Release
• Ensure that chocks are in place before releasing parking brake as follows:
• Brake pedals .......................................................................................... Press
• Parking brake..................................................................................... Release
• Brake pedals ...................................................................................... Release

NOTE
1. The parking brake will not hold the aircraft for extended periods.
Do not leave the aircraft without chocks in place.
2. Releasing the parking brake (or allowing hydraulic system #3
accumulator pressure to decay) in the absence of #2 system
pressure may cause a small amount of hydraulic fluid transfer.
2. IRS (all) ................................................................................................................ OFF
3. NDU (Lasertrack) ................................................................................................. OFF
4. Windshield heat ................................................................................................... OFF
5. Emergency lights ................................................................................................. OFF
6. WING XFER ........................................................................................................ OFF
7. APU BLEED......................................................................................................... OFF
NOTE
Wait 15 seconds before proceeding to the next step.
8. APU ..................................................................................................................... OFF
When the APU has shut down and APU information (EGT, RPM) has been removed from
the EICAS:
9. External lights ...................................................................................................... OFF
10. BATTERY MASTER switch ................................................................................. OFF
11. Area lights / Fuel / Oil Panels .............................................................................. OFF
NOTE
When leaving the airplane with no maintenance personnel in
attendance, the doors must be closed.
12. APU BLEED.......................................................................................................AUTO
———— END ————

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 04−10−1
NORMAL PROCEDURES
TERMINATING

2. ENGINE OIL REPLENISHMENT

(Within 5 to 30 minutes after shut down)
If it is required to top up the engine oil tank, the following outlines the procedures employed using
the oil replenishment system.
1. BATTERY MASTER switch ................................................................................... ON
2. EICAS STAT switch........................................................................................... Press
3. OIL REPLENISHMENT POWER switch light ........................................................ ON
NOTE
When the POWER switch light is set to ON, all the legends on the
OIL REPLENISHMENT control panel come on for three seconds.
All legends then go off except for the SYSTEM ON legend. The
RESERVOIR TANK LO legend will stay on if the oil replenishment
tank quantity is less than 1.5 US quarts. An engine LO OIL legend
will stay on if the oil tank quantity is less than 3 US quarts.
4. EICAS status page OIL QTY .................................................Verify and record the oil
level in the replenishment
reservoir (RES)
5. OIL REPLENISHMENT LH ENG or RH ENG switch
light .......................................................................................... Press in and hold until
applicable LH ENG or RH
ENG switch light VLV
OPEN comes on, then
release
6. OIL REPLENISHMENT RESERVOIR switch light..................... PUMP ON comes on
7. OIL REPLENISHMENT applicable LH ENG or RH ENG
switch light ................................................................................ VLV OPEN comes on
8. EICAS status page Oil quantity ........................................... Monitor as the oil level in
the replenishment tank
decreases

CAUTION
Stop the oil replenishment operation and examine the system if
more than 4 U.S. quarts (3.78 l) is added. If you can add more than
4 U.S. quarts (3.78 l) of oil, the oil system may have leaks or other
faults.
NOTE
If the system is operating normally, the oil replenishment pump will
stop automatically when the tank is properly serviced.
9. OIL REPLENISHMENT POWER switch light ...................................................... OFF
10. BATTERY MASTER switch ................................................................................. OFF
———— END ————

Volume 1 Flight Crew Operating Manual REV 111, Mar 01, 2022
04−10−2 CSP 700−6
NORMAL PROCEDURES
TERMINATING

3. APU OIL REPLENISHMENT

(15 minutes after APU shut down)
If it is required to top up the APU oil tank, the following outlines the procedures employed using
the oil replenishment system.
1. BATTERY MASTER switch ................................................................................... ON
2. EICAS STAT switch........................................................................................... Press
3. OIL REPLENISHMENT POWER switch light ........................................................ ON
NOTE
When the POWER switch light is set to ON, all the legends on the
OIL REPLENISHMENT control panel come on for three seconds.
All legends then go off except for the SYSTEM ON legend. The
RESERVOIR TANK LO legend will stay on if the oil replenishment
tank quantity is less than 1.5 US quarts. The APU LO OIL legend
will stay on if the oil tank quantity is less than 3.5 US quarts.
4. EICAS status page OIL QTY .................................................Verify and record the oil
level in the replenishment
reservoir (RES)
5. OIL REPLENISHMENT APU switch light .......................... Press in and hold until the
APU switch light VLV OPEN
comes on, then release
6. OIL REPLENISHMENT RESERVOIR switch light..................... PUMP ON comes on
7. OIL REPLENISHMENT APU switch light ................................. VLV OPEN comes on
8. EICAS status page Oil quantity ........................................... Monitor as the oil level in
the replenishment tank
decreases

CAUTION
Stop the oil replenishment operation and examine the system if
more than 2 U.S. quarts (1.89 l) is added. If you can add more than
2 U.S. quarts (1.89 l) of oil, the oil system may have leaks or other
faults.

NOTE
If the system is operating normally, the oil replenishment pump will
stop automatically when the tank is properly serviced.
9. OIL REPLENISHMENT POWER switch light ...................................................... OFF
10. BATTERY MASTER switch ................................................................................. OFF
———— END ————

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 04−10−3
NORMAL PROCEDURES
TERMINATING

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Volume 1 Flight Crew Operating Manual REV 82, Nov 26, 2014
04−10−4 CSP 700−6
NORMAL PROCEDURES
SHUTDOWN/TERMINATING

1. SHUTDOWN/TERMINATING
The following procedure is intended for use when the airplane has come to a complete stop, APU
is inoperative or not in use, and there is no external ground power available.
1. Chocks / Parking brake............................................................................. As required
• Set parking brake once the airplane has come to a full stop as follows:
• Brake pedals .......................................................................................... Press
• Parking brake............................................................................................. ON
• Brake pedals ...................................................................................... Release
• Ensure that chocks are in place before releasing parking brake.

NOTE
1. Inform control tower of ‘Hot’ brakes condition as soon as
possible.
2. The parking brake will not hold the aircraft for extended periods.
Do not leave the aircraft without chocks in place.
3. Releasing the parking brake (or allowing hydraulic system #3
accumulator pressure to decay) in the absence of #2 system
pressure may cause a small amount of hydraulic fluid transfer.
2. Thrust Levers.......................................................................................................IDLE
• Prior to shutdown, operate the engines at or near IDLE for a minimum of three
minutes to dissipate heat and stabilize internal operating temperatures.
• Taxi time at IDLE may be credited in the three-minute cool-down period.
After the engine three-minute cool-down period:
3. WING and COWL anti-ice switches ..................................................................... OFF
4. NOSE STEER switch........................................................................................... OFF
5. HYDRAULIC pumps ............................................................................................ OFF
6. Windshield heat ................................................................................................... OFF
7. Emergency lights ................................................................................................. OFF
8. HUD .....................................................................................................................Stow
9. EVS...................................................................................................................... OFF
10. CABIN POWER (if installed)................................................................................ OFF
11. WING XFER ........................................................................................................ OFF
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REV 104, May 21, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 04−11−1
NORMAL PROCEDURES
SHUTDOWN/TERMINATING

1. SHUTDOWN/TERMINATING (CONT'D)
12. ENG RUN switches ............................................................................................. OFF
NOTE
1. The L-R COWL A/ICE FAULT advisory message may
illuminate subsequent to an engine shutdown if the cowl anti−ice
valve does not indicate open in 30 seconds after engine
shutdown.
2. The aircraft must stay powered for at least 90 seconds after
engine shutdown to ensure complete recording of engine
parameters for OMS.
3. If the LH Engine is the only operating engine and if there is no
APU or External AC Electrical Power supply to the aircraft, an
engine shutdown will result in an uncommanded N1 Control
Mode ( L FADEC N1 CTL caution message). This is an
nuisance message and can be cleared (with engine not running)
by resetting the EEC’s through the ENGINE RUN switch or by
cycling EEC power through the EMS CDU.
4. Oil level check / replenishment / servicing (within 5 to 30
minutes after engine shutdown and after 15 minutes of APU
shutdown) must be accomplished using one of the following
procedures:
• Chapter 4, NORMAL PROCEDURES − Engine Oil
Replenishment,
• Chapter 4, NORMAL PROCEDURES − APU Oil
Replenishment,
• Chapter 7, SUPPLEMENTARY PROCEDURES − Manual Oil
System Servicing, or
• in accordance with the procedures in the Aircraft Maintenance
Manual.
13. Engine spool down (EPR, N1, ITT & N2).........................................................Monitor
14. PASS SIGNS ....................................................................................................... OFF
15. BEACON and TAXI / RECOG lights .................................................................... OFF
16. External lights ...................................................................................................... OFF
17. BATTERY MASTER switch ................................................................................. OFF
18. Area lights / Fuel / Oil Panels .............................................................................. OFF
19. APU BLEED.......................................................................................................AUTO
20. ATC/ TCAS .................................................................................................STANDBY
———— END ————

Volume 1 Flight Crew Operating Manual REV 104, May 21, 2020
04−11−2 CSP 700−6
NON-NORMAL PROCEDURES
INTRODUCTION

1. GENERAL
The non-normal procedures included in this chapter contain items peculiar to the airplane. These
checks address foreseeable situations, usually involving a failure condition, in which the use of
the normal or alternate systems can be expected to maintain an acceptable level of
airworthiness.
In addition to the failure indications referenced in the following non-normal procedures, the
master caution system operates where applicable.
This chapter contains guidance and procedures that have been developed by Bombardier. It may
also contain additional operational guidance that is not found in the Transport Canada approved
AFM. In all cases, these procedures are provided as guidance and recommended practices by
Bombardier, and should not be construed as prohibiting the development of equivalent
procedures.

2. PRINCIPLES
The presentation of these non-normal procedures assumes a standard flight compartment
composition with regard to flight compartment resource management. It is essential that the Pilot
In Command (PIC) assess the situation and clearly determine the task distribution for the various
phases of flight. These types of operation are non-routine, and all actions in the non-normal
procedures are announced before being performed. Under no circumstances should control of
the airplane be compromised.
The expanded version of the non-normal procedures is presented in this chapter. The chapter
consists of the basic non-normal procedures to which background information and explanatory
text is added to facilitate learning and understanding.
A non-normal condition, caused by a system malfunction, is indicated by the illumination of the
master warning switch/lights, and the applicable caution or advisory message displayed on the
EICAS primary display. The message is used to direct the flight crew to the appropriate
procedure contained in the QRH and the condition is further described in this chapter. However,
some malfunctions will result in a number of messages to be displayed. The flight crew must
analyze the situation and determine the nature of the condition.
Unless otherwise specified in these non-normal procedures, the landing configuration of the
airplane will be landing gear down and slat OUT / flap 30.
After completion of the applicable non-normal procedures, carry out the applicable normal
checklist procedures (refer to Chapter 4; NORMAL PROCEDURES).

3. LANDING SPEEDS AND DISTANCE FACTORS

Landing distance factors are provided herein with and without the use of thrust reversers. No
operation should be predicated on the use of thrust reversers.
For failures requiring an increment to VREF airspeed, the same increment must be applied to VAC
and VLC.

4. NON-NORMAL PROCEDURE FORMAT

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 05−01−1
NON-NORMAL PROCEDURES
INTRODUCTION

4. NON-NORMAL PROCEDURE FORMAT (CONT'D)

The end of a complete procedure is indicated by a long END symbol (
END ).
An arrowhead symbol (t) in the procedure is used to indicate that the procedure continues on to
the next page.
Procedures contained herein assume that certain actions listed below are accomplished by the
crew:
• Normal procedures have been properly accomplished.
• Master Warning / Master Caution switch/lights are reset.
• Obvious corrective action (if any) is taken for crew awareness items.

NOTE
In a typical CAS message the L(R) means Left or Right; and L-R
means Left and Right. The same principle of indication is also applied
to 1(2)(3)(4) for “OR”; and 1-2-3-4 for “AND”.

Volume 1 Flight Crew Operating Manual REV 111, Mar 01, 2022
05−01−2 CSP 700−6
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES

A. Engine Failure During Take-Off After Achieving V1
(1) Take-off ........................................................... Continue
At VR:
(2) Airplane ............................................................... Rotate smoothly towards the target
pitch attitude of +13° .
(3) Pitch attitude......................................................... Adjust to achieve an airspeed of V2 at
35 feet.
When a positive rate of climb is achieved:
(4) Landing gear ...................................................... Retract
(5) Airspeed ........................................................... Maintain at V2 to engine-out level-off
height.
Refer to Airplane Flight Manual, Chapter 6; PERFORMANCE − OBSTACLE
CLEARANCE − TAKE−OFF FLIGHT PATH.
NOTE
1. If engine failure occurs at a speed between V2 and V2 +20 KIAS,
maintain present airspeed.
2. If engine failure occurs above V2 +20 KIAS, maintain V2 +20 KIAS.
At not less than 400 feet AGL or the engine-out level off height:
(6) Airspeed ........................................................ Accelerate to the final segment climb
speed.
(7) Slat / flaps............................................................. Select
• At VFTO − 30 KIAS ...................... Slats OUT / Flaps 0
• At VFTO − 10 KIAS .......................... Slats IN / Flaps 0
NOTE
If FMS thrust settings are manually selected, select MCT no later than
10 minutes after take-off.
(8) BLEED switches ................................................... AUTO
(9) Climb ............................................................... Continue at final segment climb speed.
At a safe altitude:
(10) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE PROCEDURES
———— END ————

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−02−1
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

B. Inadvertent Engine Shutdown

ENGINE RUN switch is inadvertently selected OFF:
Yes
(1) Affected ENGINE RUN..................................... ON
(2) Affected thrust lever....................... Set as required
− END −
No
(1) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

C. In-Flight Engine Failure / Shutdown

Accomplish an engine shutdown only when flight conditions permit:

WARNING

Extreme engine/airframe vibration may be an indication of Fan Blade

failure. Vibration may be accompanied by one or more of the following:
• engine surges and/or engine failure
• L (R) FADEC FAIL (caution) CAS message
• N1 vibration indication shows dashes
If an engine is shut down for any reason, both crewmembers must
confirm that the correct engine is being shut down based on all
available engine indications.
(1) Affected Thrust lever ......................... Confirm and IDLE
(2) Affected ENGINE RUN switch............ Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
NOTE
The L (R) COWL A/ICE FAULT advisory message may illuminate
subsequent to an engine shut-down if N2 does not spool-down below
35% in 20 seconds.
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Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
05−02−2 CSP 700−6
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

C. In-Flight Engine Failure / Shutdown (Cont’d)

(4) Affected HYDRAULIC B pump

switch ....................................................................... ON • HYD PUMP 1B (2B) ON
status message on.
(5) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(6) Affected PACK switch ........................ Confirm and OFF • L (R) PACK OFF status
message on.
(7) XFEED SOV switch ..............................................OPEN • XFEED VALVE OPEN
status message on.
(8) Fuel quantity and balance .................................. Monitor
(9) APU (37,000 feet and below)
(if engine rotor burst damage is
not suspected) ........................................................ Start
(10) TCAS .......................................................Select TA only
(11) Land at the nearest suitable airport.
Engine damage is suspected / Intentional shutdown:
Yes

Do not attempt to relight an engine that is suspected to be damaged (i.e. engine

fire, rotor burst, unlocked thrust reverser)
(12) Descent and Landing with
One Engine Inoperative
Procedure ............................................ Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES
− END −
No
(12) Avoid icing conditions.
(13) Engine Relight procedure ............................ Accomplish time and conditions permitting.
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE PROCEDURES
———— END ————

REV 110, Nov 11, 2021 Flight Crew Operating Manual Volume 1
CSP 700−6 05−02−3
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Engine Relight
(1) Altitude ..............................................................Descent to 30,000 feet or below to
attempt relight.
(2) ENG START switch .............................................. AUTO
(3) Relight envelope....................................................Verify to determine relight method.
WINDMILL ENVELOPE advisory message on and N2 > 8%:
Yes
(4) Airspeed ............................................ Not less than
250 KIAS
NOTE
Engine light-off occurs within 15 seconds with a positive
increase in ITT. Start may be as long as 240 seconds to
idle.
(5) Affected ENGINE RUN
switch................................................................ ON
(6) Engine Instruments..................................... Monitor
Engine light-off occurs within 15 seconds:
Yes

Maintain airspeed until stabilized at IDLE.

Once engine is stabilized at flight IDLE:
(7) Thrust levers .................................As required
(8) CAS messages ................................... Review
(9) Affected systems ............................... Restore
(10) TCAS ........................................ Select TA/RA
− END −
No
(7) Affected ENGINE RUN
switch.......................................... Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(8) Affected ENG BLEED................. Confirm and OFF • L (R) BLEED OFF status
message on.
Another windmilling relight still possible:
Yes
(9) Airspeed............................................ Increase to 300 to 340 KIAS
If below 8,000 feet, do not exceed 300 KIAS
(10) Repeat relight procedure.
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Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
05−02−4 CSP 700−6
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Engine Relight (Cont’d)

No
ATS relight possible:
Yes
(9) ATS ENVELOPE
Procedure .....................................Accomplish up to 250 KIAS.
− END −
No
(9) Affected ENGINE RUN
switch.......................................... Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(10) Affected ENG BLEED................. Confirm and OFF • L (R) BLEED OFF status
message on.
(11) XFEED SOV .................................................OPEN • XFEED VALVE OPEN
status message on.
(12) Descent and Landing with
One Engine Inoperative
Procedure ............................................ Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
ATS ENVELOPE advisory message on:
(4) Airspeed ........................................................... Maintain below 250 KIAS.
(5) APU BLEED ........................................................... Auto
If using engine crossbleed to supply the ATS − select APU BLEED AUTO or OFF.
Starter assisted relights with bleed manifold pressures less than 35 psig may not be
successful.
If ENG BLEEDS are ON, or PACK CONTROL is MAN, a slow start may be experienced.
(6) Operative PACK switch ...........................................OFF If PACK control MANUAL.
• L−R PACK OFF status
message on.

NOTE
Engine light-off occurs within 15 seconds with a positive increase in
ITT. Start may be as long as 120 seconds to idle.

(7) Affected ENGINE RUN switch.................................. ON

(8) Engine Instruments ............................................ Monitor
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CSP 700−6 05−02−5
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

D. Engine Relight (Cont’d)

Engine light-off occurs within 15 seconds:
Yes

Maintain airspeed until stabilized at IDLE.

Once engine is stabilized at flight IDLE:
(9) Thrust levers........................................ As required
(10) Operative PACK switch .................................... ON If PACK control MANUAL.
(11) CAS messages........................................... Review
(12) Affected systems ....................................... Restore
(13) TCAS ................................................ Select TA/RA
− END −
No
(9) Affected ENGINE RUN switch............ Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(10) Affected ENG BLEED......................... Confirm and OFF • L (R) BLEED OFF status
message on.
Another relight attempt still possible:
Yes
(11) Airspeed ................................. Less than 250 KIAS
(12) Affected ENGINE RUN
switch................................................................ ON
No
(11) Affected ENGINE RUN switch............ Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(12) Affected ENG BLEED......................... Confirm and OFF • L (R) BLEED OFF status
message on.
(13) Operative engine PACK ........................................... ON If PACK control MANUAL.
(14) XFEED SOV .........................................................OPEN • XFEED VALVE OPEN
status message on.
(15) Engine instruments............................................. Monitor
(16) Descent and Landing with One
Engine Inoperative Procedure ..................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

Volume 1 Flight Crew Operating Manual REV 110, Nov 11, 2021
05−02−6 CSP 700−6
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

E. WINDMILL ENVELOPE (Advisory)

Indication: WINDMILL ENVELOPE advisory message on.
CAS Desc.: FADEC has determined that airplane is within the windmill relight envelope.
N2 >8%.
(1) Engine Relight Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

F. ATS ENVELOPE (Advisory)

Indication: ATS ENVELOPE advisory message on.
CAS Desc.: FADEC had determined that airplane is within the starter assisted engine
relight envelope.
(1) Engine Relight Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

G. Descent and Landing with One Engine Inoperative

SINGLE ENGINE DESCENT CHECKS
(1) Landing elevation ..................................................... Set
(2) Fuel quantity and balance ................................Checked
• Fuel panel − check all switch / lights are out.
• XFEED SOV ....................................................Closed
(3) Autobrake .................................................... As required
• Select OFF, LO, MED or HI (as desired).
(4) Terrain ......................................................... As required
(5) Weather radar (LSS) ................................... As required
(6) FMS / Landing data ................................... Programmed
• ATIS information and ATC clearance should have been acquired.
• Landing speeds should have been computed as per the determined landing weight.
• Set the associated bugs accordingly.
(7) Navaids ............................................... Set for approach
• Set the RADIO and NAV equipment for the approach.
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CSP 700−6 05−02−7
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

G. Descent and Landing with One Engine Inoperative (Cont’d)

(8) Approach briefing ........................................... Complete
• Approach speed not less than VREF (Flaps 30°) + 5 KIAS
• Actual landing distance is increased by a factor of:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
1.30 (30%) 1.27 (27%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

(9) CAS ..................................................................Checked

• Recall all messages, evaluate (if any) and clear CAUTIONS.
Transition Level:
(10) Altimeters ................................................................. Set
• Set standby altimeter to QNH upon receipt of information.
• Both Pilot and Copilot altimeters should be left at QNE (29.92 in. Hg. or 1013.2 mb)
until passing through transition altitude, or upon leaving the cruise altitude, whichever
is lower.
• Cross-check pilot and copilot altitude readouts after resetting altimeters to QNH.
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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
05−02−8 CSP 700−6
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

G. Descent and Landing with One Engine Inoperative (Cont’d)

(11) Pressurization...................................................Checked
• Check system is operating normally and on-schedule.
For QFE operations:
• LDG ELEV switch ................................................... MAN
• Landing elevation ................................... Adjust to 0 feet
− END −
SINGLE ENGINE BEFORE LANDING CHECKS
(1) XFEED SOV .................................................... CLOSED
(2) Landing gear ................................. Down and indicating
• Check that three amber hash marks are displayed on the EICAS primary page,
indicating that the landing gear is in transit, followed by three green DN indications,
indicating that the landing gear is down and locked.
(3) External lights .............................................. As required
(4) PASS SIGNS............................................... As required
• NO SMKG and SEAT BLTS switches as required.
(5) Wing and cowl anti-ice ................................. OFF or ON
(6) Flight spoiler lever .......................................... Retracted
(7) Slat / Flap lever .......................................Set for landing
• Final slat / flap configuration may have to be delayed as required. If this is the case,
the PM must ensure that this procedure has been completed before calling out
“Before Landing Checklist Complete”.
(8) CAS ..................................................................Checked
• Verify and analyze any messages, and clear (if any).
———— END ————

H. Single Engine Go-Around

NOTE
The demonstrated minimum altitude for Go-Around without touching
the ground is 100 feet.
(1) Go-Around switch / Thrust Lever................ Press / MAX
THRUST
Advance the operative thrust lever to the MAX THRUST while simultaneously pressing
the go-around switch.
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CSP 700−6 05−02−9
NON-NORMAL PROCEDURES
SINGLE ENGINE PROCEDURES

1. SINGLE ENGINE PROCEDURES (CONT'D)

H. Single Engine Go-Around (Cont’d)

(2) Pitch attitude..................................................... Increase Rotate smoothly towards
minimum pitch attitude of
+10°.
Rotate at a speed of not less than VREF.
(3) Slat / Flap lever ................................................. OUT / 6
When a positive rate of climb is achieved:
(4) Landing gear ............................................................. UP
NOTE
When a turn is required in the missed approach procedure, wait
for the landing gear to retract fully before commencing the turn
and perform the turn at half-bank.
(5) Airspeed ........................................................... Maintain at least VAC (VREF (Flaps 30°) +
10 KIAS) to engine-out
level-off height.
At the engine-out level-off-height:
(6) Airspeed ........................................................ Accelerate to VFTO.
(7) Slat / flaps............................................................. Select
• At VFTO − 30 KIAS ...................... Slats OUT / Flaps 0
• At VFTO − 10 KIAS .......................... Slats IN / Flaps 0
(8) Climb ..................................................................At VFTO
(9) XFEED SOV .........................................................OPEN
(10) Fuel quantity and balance ....................................Check
———— END ————

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
05−02−10 CSP 700−6
NON-NORMAL PROCEDURES
POWER PLANT

1. POWER PLANT
A. L (R) START ABORTED (Caution)
Indication: L (R) START ABORTED caution message on.
CAS Desc.: FADEC has aborted an automatic start.
On the ground:
Yes
(1) Affected thrust lever....................... Confirm & IDLE
(2) Affected ENGINE RUN
switch..............................................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) Affected ENGINE START
switch................................................ L (R) CRANK until ITT is 150 °C or less or
starter limit.
− END −
No
(1) Affected thrust lever .............................. Confirm & IDLE
(2) Affected ENGINE RUN switch................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

B. L (R) ENG OVERSPED (Caution)

Indication: L (R) ENG OVERSPED caution message on.
CAS Desc.: Engine has had an overspeed shutdown.
(1) Affected thrust lever .............................. Confirm & IDLE
(2) Affected ENGINE RUN switch................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

REV 80, Jun 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 05−03−1
NON-NORMAL PROCEDURES
POWER PLANT

1. POWER PLANT (CONT'D)

C. L (R) ENG FLAMEOUT (Caution)

Indication: L (R) ENG FLAMEOUT caution message on.
CAS Desc.: Engine has had a flameout.
(1) Affected thrust lever .............................. Confirm & IDLE
(2) Affected ENGINE RUN switch................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(3) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

D. L ENG SAV FAIL (Caution)

Indication: L ENG SAV FAIL caution message on.
CAS Desc.: Engine start air valve failure.
SAV open:
Yes
(1) L ENG BLEED switch .....................Confirm & OFF • L ENG BLEED OFF status
message on.
(2) XBLEED switch ............................................ CLSD • XBLEED CLOSED status
message on.
(3) APU BLEED switch .........................................OFF • APU BLEED OFF status
message on.
Manifold pressure greater than / equal to 5 psi:
Yes
(4) Do not operate engine above idle.
− END −
No
(4) Normal operations .................................... Resume
− END −
No

(SAV icon out):

(1) Normal operations ............................................ Resume
———— END ————

Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
05−03−2 CSP 700−6
NON-NORMAL PROCEDURES
POWER PLANT

1. POWER PLANT (CONT'D)

E. R ENG SAV FAIL (Caution)

Indication: R ENG SAV FAIL caution message on.
CAS Desc.: Engine start air valve failure.
SAV open:
Yes
(1) R ENG BLEED switch ....................Confirm & OFF • R ENG BLEED OFF status
message on.
(2) XBLEED switch ............................................ CLSD • XBLEED CLOSED status
message on.
Manifold pressure greater than / equal to 5 psi:
Yes
(3) Do not operate engine above idle.
− END −
No
(3) Normal operations .................................... Resume
− END −
No

(SAV icon out):

(1) Normal operations ............................................ Resume
———— END ————

F. L (R) ENGINE OVHT (Caution)

Indication: L (R) ENGINE OVHT caution message on.
CAS Desc.: Turbine has overheated.
(1) Affected thrust lever ............................................ Retard until message clears
L (R) ENGINE OVHT caution message persists:
Yes
(2) Affected thrust lever....................... Confirm & IDLE
(3) Affected ENGINE RUN
switch..............................................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
(4) In-Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
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NON-NORMAL PROCEDURES
POWER PLANT

1. POWER PLANT (CONT'D)

F. L (R) ENGINE OVHT (Caution) (Cont’d)

No
(2) Engine indications .............................................. Monitor
———— END ————

2. AUTOTHROTTLE SYSTEM

A. A/T NOT IN HOLD (Caution)

Indication: A/T NOT IN HOLD caution message on.
CAS Desc.: Autothrottle not in take-off hold mode.
(1) Autothrottle ....................................................Disengage
(2) Thrust levers.................................. Set to take-off thrust
Above 400 feet AGL:
(3) AUTOTHROTTLE ........................................ Re-engage
———— END ————

B. A / T 1 (2) FAIL (Advisory)

Indication: A / T 1 (2) FAIL advisory message on.
CAS Desc.: Autothrottle failed.
(1) MFD MENU page ................................................. Select
(2) MFD SYSTEM page 2 .......................................... Select
(3) Alternate AUTOTHROTTLE ................................. Select
———— END ————

C. ENG SYNC FAIL (Advisory)

Indication: ENG SYNC FAIL advisory message on.
CAS Desc.: Engine sync failed.
(1) MFD MENU page ................................................. Select
(2) MFD SYSTEM page 2 .......................................... Select
(3) Alternate AUTOTHROTTLE ................................. Select
———— END ————

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2. AUTOTHROTTLE SYSTEM (CONT'D)

D. ENG SYNC LIMIT (Advisory)

Indication: ENG SYNC LIMIT advisory message on.
CAS Desc.: Engine sync authority limited.
At a safe altitude:
(1) Autothrottle ....................................................Disengage
(2) Engines ........................................................... Manually
synchronize
(3) Autothrottle ................................................... Re-engage
———— END ————

E. A / T ADC MISCMP (Advisory)

Indication: A / T ADC MISCMP advisory message on.
CAS Desc.: Autothrottle inop − ADC miscompare
Autothrottle operation required:
Yes
(1) Autothrottle ........................................... Re-engage
A / T ADC MISCMP advisory message persists:
Yes
(2) Affected ADC reversion
switch.................................................... Select alternate, as required.
• Pilot’s side − ADC 1, ADC 3 then ADC 2.
• Copilot’s side − ADC 2, ADC 3 then ADC 1.
− END −
No
(1) No further action required.
———— END ————

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2. AUTOTHROTTLE SYSTEM (CONT'D)

F. A / T IRS MISCMP (Advisory)

Indication: A / T IRS MISCMP advisory message on.
CAS Desc.: Autothrottle inop − IRS miscompare
Autothrottle operation required:
Yes
(1) Autothrottle ........................................... Re-engage
A / T IRS MISCMP advisory message persists:
Yes
(2) Affected IRS reversion
switch.................................................... Select alternate, as required.
• Pilot’s side − IRS 1, IRS 3 then IRS 2.
• Copilot’s side − IRS 2, IRS 3 then IRS 1.
− END −
No
(1) No further action required.
———— END ————

G. Abnormal Autothrottle Disconnect

(1) Autothrottle ....................................................Disengage
(2) Autothrottle ................................................... Re-engage
———— END ————

3. FADEC
A. L (R) FADEC FAIL (Caution)
Indication: L (R) FADEC FAIL caution message on.
CAS Desc.: Major FADEC failure in both channels. Engine operation may be affected.
Affected engine:
(1) Engine instruments............................................. Monitor

NOTE
− EPR to N1 reversion may occur.
− Engine RPM may reduce to idle setting.
− Engine may shut down.

If engine shuts down, refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE

ENGINE PROCEDURES, In−Flight Engine Failure / Shutdown Procedure.
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3. FADEC (CONT'D)
A. L (R) FADEC FAIL (Caution) (Cont’d)
For flight in conditions other than VMC:
(2) IGNITION ................................................................. ON • L − R IGNITION ON status
message on.
———— END ————

B. L (R) FADEC N1 CTL (Caution)

Indication: L (R) FADEC N1 CTL caution message on.
CAS Desc.: FADEC has detected a fault and has reverted to N1 control.
When conditions permit:
(1) Thrust levers (both) ................................ Retard to IDLE
(2) ENGINE switches (both) ........................................... N1 • L − R FADEC N1 CTL
status message on.
(3) Thrust levers (both) .............................. Set manually as
required
N1 thrust settings data must be used. Refer to Airplane Flight Manual Chapter 7:
SUPPLEMENT 2 − FAN SPEED (N1) THRUST SETTINGS.
N1 performance data must be used. Refer to Airplane Flight Manual Chapter 7:
SUPPLEMENT 16 − DISPATCH IN ALTERNATE CONTROL (N1) MODE.
———— END ————

C. L (R) FADEC OVHT (Caution)

Indication: L (R) FADEC OVHT caution message on.
CAS Desc.: FADEC internal temperature monitor tripped.
(1) Affected thrust lever ............................................ Retard until message clears.
L (R) FADEC OVHT caution message persists:
Yes
(2) Affected thrust lever....................... Confirm & IDLE
(3) Affected ENGINE RUN
switch..............................................Confirm & OFF • L (R) ENG SHUTDOWN
status message on.
A relight should only be carried out when the L (R) FADEC OVHT caution message
clears.
(4) In-Flight Engine Failure /
Shutdown Procedures ......................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES
− END −
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3. FADEC (CONT'D)

C. L (R) FADEC OVHT (Caution) (Cont’d)

No
(2) Engine indications .............................................. Monitor
———— END ————

D. L (R) THROTTLE FAIL (Caution)

Indication: L (R) THROTTLE FAIL caution message on.
CAS Desc.: Thrust lever has failed. Engine operation will be affected as a function of
airplane configuration.
(1) Engine instruments............................................. Monitor
• There will be no response to thrust lever movement.
• FADEC will control engine to current power setting.
• With gear extended or flaps > 25 degrees, FADEC will set high idle.
• At touchdown, FADEC will set low idle.
• Corresponding thrust reverser will not deploy.
———— END ————

E. L (R) FADEC FAULT (Advisory)

Indication: L (R) FADEC FAULT advisory message on.
CAS Desc.: Minor fault detected in affected FADEC. Engine operation should not be
affected.
(1) Engine instruments............................................. Monitor
A nuisance L (R) FADEC FAULT advisory message will be displayed when an engine is
shutdown.
———— END ————

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4. FUEL SYSTEM
A. L (R) ENG FUEL SOV (Caution)
Indication: L (R) ENG FUEL SOV caution message on.
CAS Desc.: Engine fuel shut-off valve failure.
Message displayed during execution of engine fire procedure:
Yes
(1) Affected AUX PUMP switch.............................OFF • L (R) AUX PUMP OFF
status message on.
(2) Affected PRI PUMP switch ..............................OFF • L (R) PRI PUMP OFF
status message on.
(3) XFEED SOV switch ................................. CLOSED
The APU may shutdown, if the right side fuel pumps are selected OFF.
− END −
No
(1) No action required.
———— END ————

B. L (R) FUEL LO PRESS (Caution)

Indication: L (R) FUEL LO PRESS caution message on.
CAS Desc.: Engine fuel has low fuel feed pressure, with the HPSOV open.
Do not open fuel XFEED SOV below 1,500 feet AGL.
(1) XFEED SOV switch ..............................................OPEN • XFEED VALVE OPEN
status message on.
(2) Fuel flow ............................................................. Monitor
Prior to landing:
(3) XFEED SOV switch ......................................... CLOSED • XFEED VALVE OPEN
status message out.
To ensure continued engine operation using suction feed, do not exceed the following
altitudes with the XFEED SOV switch CLOSED:
• 18,000 feet if kerosene fuels are in use, or
• 14,000 feet if wide−cut fuels are in use.
———— END ————

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4. FUEL SYSTEM (CONT'D)

C. L−R FUEL FILTER (Both Fuel Filters Impending Bypass) (Caution)

Indication: L−R FUEL FILTER caution message on.
CAS Desc.: Left and right fuel filters impending bypass.
(1) Fuel flow ............................................................. Monitor
(2) Avoid abrupt power changes.
(3) Land immediately at the nearest suitable airport.
———— END ————

D. L (R) ENG FUEL LO TEMP (Caution)

Indication: L (R) ENG FUEL LO TEMP caution message on.
CAS Desc.: Fuel inlet temperature is less than 5 °C.
(1) Fuel flow / temperature....................................... Monitor
NOTE
Fuel filter icing may occur.

———— END ————

E. L (R) FUEL FILTER (One Fuel Filter Impending Bypass) (Advisory)

Indication: L (R) FUEL FILTER advisory message on.
CAS Desc.: One fuel filter impending bypass.
Affected engine:
(1) Fuel flow ............................................................. Monitor • one fuel filter clogged.
———— END ————

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5. OIL SYSTEM
A. Oil Temperature Indication Unavailable
Indication: OIL TEMP indication is dashed out on the EICAS display.
CAS Desc.: Oil temperature indication is dashed out on the EICAS display.
(1) No action required.

Effectivity:
• Airplanes 9111 and subsequent, and airplanes 9002 thru 9110 incorporating Service
Bulletin:
• SB 700−28−034, Distribution, Replacement of the Fuel Control Panel and Activation of
the Fuel Re-Circulation System.
(1) Affected L (R) FUEL RECIRC
switch ......................................................................OFF
If L RECIRC is OFF and R RECIRC is ON, assume the Bulk Fuel Temperature in
the left tank is 5 degrees below displayed temperature.
Assumed left Bulk Fuel temperature is 5 degrees or less above Bulk Fuel Freezing
Point:
Yes
(2) Airspeed ................................................... Increase
(3) Altitude.......................................................... Lower
TAT must be 5 degrees higher than Bulk Fuel Freezing point.
− END −
No
(2) No further action is required.

———— END ————

B. L (R) OIL LO QTY (Caution)

Indication: L (R) OIL LO QTY caution message on.
CAS Desc.: Engine oil quantity is low.
(1) Oil temperature / pressure.................................. Monitor
———— END ————

C. Low Oil Pressure

Indication: Oil pressure readout amber.
CAS Desc.: Engine oil pressure has exceeded the low pressure limit.
(1) Affected thrust lever .......................... Confirm and IDLE
(2) Oil pressure ........................................................ Monitor

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5. OIL SYSTEM (CONT'D)

C. Low Oil Pressure (Cont’d)

Oil pressure indication remains amber:
Yes
(3) Affected thrust lever........................................ IDLE
No

Oil pressure indication green

(3) Affected thrust lever ............................................. Adjust as required to remain within
green indication.
(4) Land at the nearest suitable airport.
(5) Fuel quantity and balance .................................. Monitor
(6) Affected HYDRAULIC B pump ................................. ON
(7) TRIM AIR switch......................................................OFF
(8) Affected PACK ................................... Confirm and OFF
For the approach and landing:
(9) XFEED SOV switch ......................................... CLOSED
(10) Airspeed ........................................................... Increase to VREF (Flaps 30°) + 5 KIAS.
(11) Actual landing distance .................................... Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
1.30 (30%) 1.27 (27%)

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5. OIL SYSTEM (CONT'D)

C. Low Oil Pressure (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

———— END ————

D. L (R) OIL FILTER (Advisory)

Indication: L (R) OIL FILTER advisory message on.
CAS Desc.: Oil filter impending bypass.
(1) Oil pressure / temperature.................................. Monitor
———— END ————

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6. OIL REPLENISHMENT SYSTEM

A. Abnormal Operation of Oil Replenishment System
MASTER CAUTION lights or EICAS will not come on to indicate abnormal operation.
(1) OIL REPLENISHMENT, POWER ................... Select off Service engine / APU
manually.
NOTE
To manually service the oil system, refer to Chapter 7,
SUPPLEMENTARY PROCEDURES − Manual Oil System
Servicing or the procedures in the Aircraft Maintenance Manual.
———— END ————

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7. THRUST REVERSER SYSTEM

A. L (R) REVERSER FAIL (Caution)
Indication: L (R) REVERSER FAIL caution message on.
CAS Desc.: Thrust reverser has failed. TR doors will stay in current position.
(1) No further action required.
NOTE
The thrust reverser should be considered inoperative, but in some
cases it may be possible to obtain reverse idle when on the ground.
Landing distance calculations must not be predicated on the use of
reverse thrust.
———— END ————

B. L (R) REV LOCK FAIL (Caution)

Indication: L (R) REV LOCK FAIL caution message on.
CAS Desc.: Two of three reverser locks have not locked, with the affected thrust lever in
the forward thrust range.
(1) Engine instruments............................................. Monitor
(2) Airspeed .................................................. Not more than
170 KIAS
(3) Land at the nearest suitable airport.
———— END ————

C. L (R) REV FAULT (Advisory)

Indication: L (R) REV FAULT advisory message on.
CAS Desc.: Minor fault in affected thrust reverser system.
Affected thrust reverser may be inoperative.
———— END ————

D. L (R) REV LOCK FAULT (Advisory)

Indication: L (R) REV LOCK FAULT advisory message on.
CAS Desc.: One of two primary stow switches is indicating not stowed, with the thrust
lever in the forward thrust range.
(1) Engine instruments............................................. Monitor
A single lock has failed. L (R) REV LOCK FAULT may appear at high thrust settings and
may go out when thrust is retarded.
———— END ————

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8. VIBRATION DETECTION SYSTEM

A. Fan (N1) Vibration

NOTE
It is not recommended that an engine be shut down unless there are
other indications of severe engine abnormality.

Icing conditions:
Yes
(1) Affected thrust lever...................................... Adjust to obtain IDLE, stabilize, then
quickly adjust to approximately
90% N1. Return to original
setting.
NOTE
1. Vibration may increase during the ice shedding process.
2. Ice shedding procedure may not be effective in all cases.
Descent into warmer air will reduce LP vibration caused by
ice crystal build up between nose cone and nose cone
fairing.
(2) Engine indications ...................................... Monitor
No
(1) Affected thrust lever ............................................. Adjust to obtain vibration level within
normal range
(2) Engine indications .............................................. Monitor
Vibration can be controlled or reduced:
Yes
(3) No further action required.
− END −
No
Vibration is accompanied by other indications of severe engine abnormality:
(3) Affected thrust lever .......................... Confirm and IDLE
(4) Affected ENGINE RUN switch............ Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(5) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON−NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

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8. VIBRATION DETECTION SYSTEM (CONT'D)

B. Core (N2) Vibration

(1) Affected thrust lever ............................................. Adjust to obtain vibration level within
normal range
(2) Engine indications .............................................. Monitor
Vibration can be controlled or reduced:
Yes
(3) No further action required.
− END −
No
Abnormal vibration is felt throughout the airframe.
(3) Affected thrust lever .......................... Confirm and IDLE
(4) Affected ENGINE RUN switch............ Confirm and OFF • L (R) ENG SHUTDOWN
status message on.
(5) In-Flight Engine Failure /
Shutdown Procedure ................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
———— END ————

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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
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AIR-CONDITIONING AND PRESSURIZATION

1. AIR-CONDITIONING AND PRESSURIZATION

A. L−R PACK AUTO FAIL (Caution) / Pack Control in Manual Mode Procedure
Indication: L − R PACK AUTO FAIL caution message on.
CAS Desc.: Both pack controllers inoperative.
(1) Altitude .................................................... Not more than
35,000 feet for MAN mode.
(2) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(3) L or R PACK switch ............................ Confirm and OFF to shed one pack.
• L (R) PACK OFF status
message on.
(4) PACK CONTROL switch ........................................ MAN • L−R PACK MAN TEMP
status message on.
(5) Associated HOT / COLD switch .................. As required Momentary switch selection to
avoid temperature overrun.
Maintain pack temperature
within limits (5 to 60 °C).
———— END ————

B. L (R) PACK AUTO FAIL (Caution)

Indication: L (R) PACK AUTO FAIL caution message on.
CAS Desc.: Left or right pack controller inoperative.
(1) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(2) Affected PACK switch ........................ Confirm and OFF • L (R) PACK OFF status
message on.
(3) Altitude .................................................... Not more than
41,000 feet
———— END ————

C. L−R PACK FAIL (Caution) (Both Packs Failed Due to Ram Air Inlet Duct Rupture)
Indication: L − R PACK FAIL caution message on.
CAS Desc.: Both packs failed due to ram air inlet duct rupture.
(1) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(2) L and R PACK switches ..........................................OFF • L−R PACK OFF status
message on.
(3) Altitude .................................................... Not more than
41,000 feet
(4) BLEED / AIR COND RECIRC
switch .......................................................... Confirm ON
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C. L−R PACK FAIL (Caution) (Both Packs Failed Due to Ram Air Inlet Duct Rupture)
(Cont’d)
(5) AUX PRESS switch .................................................. ON • AUX PRESS ON status
message on.
(6) Engine thrust ........................................................ Adjust to obtain LP bleed.
• BLEED / ANTI-ICE page
indicates LP in use.
(7) Flight compartment curtain / door.......................... Open to lower cockpit temperature
when AUX PRESS is in use.
———— END ————

D. L (R) PACK FAIL (Caution)

Indication: L (R) PACK FAIL caution message on.
CAS Desc.: Pack failure (overheat).
(1) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
(2) Affected PACK switch ........................ Confirm and OFF • L−R PACK OFF status
message on.
Message clears after 60 seconds:
Yes
Attempt pack reset:
(3) PACK CONTROL switch ................................... LO • L (R) PACK LOW FLOW
status message on.
(4) Affected PACK switch................... Confirm and ON
L (R) PACK FAIL caution message reappears:
Yes
(5) Affected PACK switch......... Confirm and OFF • L−R PACK OFF status
message on.
(6) Altitude..................................... Not more than
41,000 ft
Message persists with affected pack off:
Yes
(7) Affected ENG BLEED
switch.................................. Confirm and
OFF
− END −
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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

D. L (R) PACK FAIL (Caution) (Cont’d)

No
(7) No further action required.
− END −
No
(5) TRIM AIR switch............................................... ON
(6) PACK CONTROL switch ..................... As required
− END −
No
(3) Altitude .................................................... Not more than
41,000 ft
(4) Affected ENG BLEED switch.............. Confirm and OFF
———— END ————

E. L (R) PACK TEMP (Caution)

Indication: L (R) PACK TEMP caution message on.
CAS Desc.: Pack MAN temperature selection out of range.
(1) Affected HOT / COLD switch....................... As required to maintain pack temperature
within limits (5 to 60 °C).
L (R) PACK TEMP caution message persists:
Yes
(2) TRIM AIR switch..............................................OFF
(3) Affected PACK switch................. Confirm and OFF • L (R) PACK OFF status
message on.
(4) Altitude............................................. Not more than
41,000 ft
− END −
No
(2) No further action required.
———— END ————

F. L (R) PACK FAULT (Advisory)

Indication: L (R) PACK FAULT advisory message on.
CAS Desc.: Pack operation degraded.
No further action required. Temperature indications may not be available.
———— END ————

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

G. TRIM AIR LEAK (Caution)

Indication: TRIM AIR LEAK caution message on.
CAS Desc.: Leak detected in trim air duct.
(1) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
TRIM AIR LEAK caution message persists:
Yes
(2) L ENG BLEED ................................Confirm & OFF • L BLEED OFF status
message on.
TRIM AIR LEAK caution message persists:
Yes
(3) L ENG BLEED ...................................... AUTO
(4) R ENG BLEED........................Confirm & OFF • R BLEED OFF status
message on.
TRIM AIR LEAK caution message persists:
Yes
(5) Descent........................................ Initiate to 9000 ft or lowest safe
altitude, whichever is
higher.
(6) Airspeed.......................Greater than 200
KIAS to provide sufficient airflow
to cabin.
(7) L & R BLEED ...................................OFF
(8) EMER DEPRESS ..............................ON
(9) RAM AIR............................................ON
− END −
No
(5) No further pilot action required.
− END −
No
(3) No further pilot action required.
− END −
No
(2) No further action required.
———— END ————

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

H. TRIM AIR FAIL (Caution)

Indication: TRIM AIR FAIL caution message on.
CAS Desc.: One trim air valve causing overheat or both leak detection loops failed.
(1) TRIM AIR switch......................................................OFF • TRIM AIR OFF status
message on.
———— END ————

I. AVIONIC FAN FAIL (Advisory)

Indication: AVIONIC FAN FAIL advisory message on.
CAS Desc.: Avionic fan has failed.
During ground operations − do not exceed 30 minutes with display units and avionics
units powered.
During flight − no further action required.
———— END ————

J. HUMIDIFIER FAIL (Advisory)

Indication: HUMIDIFIER FAIL advisory message on.
CAS Desc.: Humidifier in the pack has failed.
No further action required. Humidifier has failed.
———— END ————

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1. AIR-CONDITIONING AND PRESSURIZATION (CONT'D)

K. TRIM AIR FAULT (Advisory)

Indication: TRIM AIR FAULT advisory message on.
CAS Desc.: Trim air fault detected.
If Cabin Temp is increasing uncontrollably:
Yes
(1) TRIM AIR.........................................................OFF
− END −
No
(1) No further pilot action required.
———— END ————

L. RECIRC FAN FAIL (Advisory)

Indication: RECIRC FAN FAIL advisory message on.
CAS Desc.: Recirculation fan has failed.
(1) BLEED / AIR COND RECIRC
switch ......................................................................OFF • RECIRC FAN OFF status
messages on.
———— END ————

M. RAM AIR FAIL (Advisory)

Indication: RAM AIR FAIL advisory message on.
CAS Desc.: Ram air valve has failed.
Ram air valve failed open:
Yes
(1) TRIM AIR switch..............................................OFF
(2) R PACK switch ........................... Confirm and OFF • R PACK OFF status
message on.
− END −
No
(1) No further action required.
———— END ————

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2. BLEED LEAK
A. L BLEED LEAK (Caution)
Indication: L BLEED LEAK caution message on.
CAS Desc.: Bleed leak detected in the L bleed duct.
(1) L ENG BLEED .................................... Confirm and OFF • L BLEED OFF status
message on.
(2) XBLEED ............................................................... CLSD • WING XBLEED FROM R
status message on.
(3) APU BLEED ............................................................OFF
(4) Altitude .................................................... Not more than
41,000 ft
(5) WING XBLEED .....................................Select FROM R
If Wing Anti−Icing is required:
Yes
(6) ANTI-ICE WING ............................................... ON
If message persists:
Yes
(7) BLEED synoptic page........................ Confirm affected side isolated
Valves closed, flow lines blank and residual bleed pressure less than 5 psig.
If message persists and affected bleed manifold side not confirmed isolated:
(8) In-Flight Engine Failure /
Shutdown Procedure ....................Accomplish
Refer to Chapter 5, NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(7) No further pilot action required.
− END −
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2. BLEED LEAK (CONT'D)

A. L BLEED LEAK (Caution) (Cont’d)
No
If message persists:
Yes
(6) BLEED synoptic page................................ Confirm affected side isolated
Valves closed, flow lines blank and residual bleed pressure less than 5 psig.
If message persists and affected bleed manifold side not confirmed isolated:
(7) In−Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5, NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(6) No further pilot action required.
———— END ————

B. R BLEED LEAK (Caution)

Indication: R BLEED LEAK caution message on.
CAS Desc.: Bleed leak detected in the R bleed duct.
(1) R ENG BLEED ................................... Confirm and OFF • R BLEED OFF status
message on.
(2) XBLEED ............................................................... CLSD • WING XBLEED FROM L
status message on.
(3) Altitude .................................................... Not more than
41,000 ft
(4) WING XBLEED .................................... Select FROM L
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2. BLEED LEAK (CONT'D)

B. R BLEED LEAK (Caution) (Cont’d)

If Wing Anti−Icing is required:
Yes
(5) ANTI−ICE WING............................................... ON
If message persists:
Yes
(6) BLEED synoptic page........................ Confirm affected side isolated
Valves closed, flow lines blank and residual bleed pressure less than 5 psig.
If message persists and affected bleed manifold side not confirmed isolated:
(7) In−Flight Engine Failure /
Shutdown Procedure ....................Accomplish
Refer to Chapter 5, NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(6) No further pilot action required.
− END −
No
If message persists:
Yes
(5) BLEED synoptic page................................ Confirm affected side isolated
Valves closed, flow lines blank and residual bleed pressure less than 5 psig.
If message persists and affected bleed manifold side not confirmed isolated:
(6) In−Flight Engine Failure /
Shutdown Procedure ........................... Accomplish
Refer to Chapter 5, NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(5) No further pilot action required.
———— END ————

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AIR-CONDITIONING AND PRESSURIZATION

2. BLEED LEAK (CONT'D)

C. WING A/ICE LEAK (Caution)

Indication: WING A/ICE LEAK caution message on.
CAS Desc.: Bleed leak detected in the wing anti-ice duct.
(1) WING ANTI-ICE switch ...........................................OFF
(2) Avoid icing conditions.
———— END ————

3. BLEED AIR FAILURES

A. XBLEED FAIL (Caution)
Indication: XBLEED FAIL caution message on.
CAS Desc.: Bleed crossfeed failed (open or closed). Automatic mode inoperative.
Crossbleed valve failed open:
Yes
(1) Affected ENG BLEED switch...... Confirm and OFF • L (R) BLEED OFF status
message on.
(2) XBLEED switch ............................................OPEN • XBLEED OPEN status
message on.
(3) TRIM AIR switch..............................................OFF
(4) Affected PACK switch................. Confirm and OFF • L (R) PACK OFF status
message on.
(5) Altitude............................................. Not more than
41,000 ft
XBLEED FAIL message persists:
Yes
(6) XBLEED switch..................................... CLSD • XBLEED CLOSED status
message on.
− END −
No
(6) No further action required.
− END −
No
Crossbleed valve failed closed:
(1) XBLEED switch ................................. CLSD then OPEN • XBLEED CLOSED status
message on.
• XBLEED OPEN status
message on.
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3. BLEED AIR FAILURES (CONT'D)

A. XBLEED FAIL (Caution) (Cont’d)
XBLEED FAIL message persists:
Yes
(2) XBLEED switch ............................................ CLSD • XBLEED CLOSED status
message on.
− END −
No
(2) No further action required.
———— END ————

B. L (R) BLEED SYS FAIL (Caution)

Indication: L (R) BLEED SYS FAIL caution message on.
CAS Desc.: Affected bleed system has failed
The associated pack will automatically shutdown.
(1) Affected ENG BLEED switch.............. Confirm and OFF • L (R) BLEED OFF status
message on.
After 5 seconds, attempt a bleed reset:
(2) Affected ENG BLEED switch..................... AUTO or ON • if ON selected,
L (R) BLEED ON status
message on.
L (R) BLEED SYS FAIL caution message reappears:
Yes
(3) Affected ENG BLEED switch...... Confirm and OFF • L (R) BLEED OFF status
message on.
(4) Altitude............................................. Not more than
41,000 ft
Wing anti-icing is required:
Yes
(5) WING XBLEED switch.......................... Select operative side.
− END −
No
(3) No further action required.
———— END ————

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NON-NORMAL PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

3. BLEED AIR FAILURES (CONT'D)

C. L BLEED FAULT (Advisory)

Indication: L BLEED FAULT advisory message on.
CAS Desc.: Loss of redundancy or loss of LP/HP automatic operation in the affected
bleed system.
(1) WING XBLEED Anti−Ice ..................................FROM R
———— END ————

D. L−R BLEED FAULT (Advisory)

Indication: L−R BLEED FAULT advisory message on.
CAS Desc.: Loss of redundancy or loss of LP/HP automatic operation in both left and
right bleed systems.
(1) WING XBLEED Anti−Ice ...................................... AUTO
NOTE
Avoid icing conditions.
———— END ————

E. R BLEED FAULT (Advisory)

Indication: R BLEED FAULT advisory message on.
CAS Desc.: Loss of redundancy or loss of LP/HP automatic operation in the affected
bleed system.
(1) WING XBLEED Anti−Ice .................................. FROM L
———— END ————

F. BLEED MISCONFIG (Advisory)

Indication: BLEED MISCONFIG advisory message on.
CAS Desc.: Bleed air configuration is not configured as selected.
BLEED MISCONFIG advisory message during APU assisted start:
Yes
(1) APU BLEED switch ........................... AUTO or ON • if ON selected, then
APU BLEED ON status
message on.
(2) XBLEED switch ............................ AUTO or OPEN • if OPEN selected, then
XBLEED OPEN status
message on.
− END −
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NON-NORMAL PROCEDURES
AIR-CONDITIONING AND PRESSURIZATION

3. BLEED AIR FAILURES (CONT'D)

F. BLEED MISCONFIG (Advisory) (Cont’d)

No
BLEED MISCONFIG advisory message during a cross bleed start:
Yes
(1) ENG BLEED switch (on the
engine to be started)........................ AUTO or OFF • if OFF selected, then
L (R) BLEED OFF status
message on.
(2) ENG BLEED switch (on the
running engine).................................. AUTO or ON • if ON selected, then
L (R) BLEED ON status
message on.
(3) XBLEED switch ............................ AUTO or OPEN • if OPEN selected, then
XBLEED OPEN status
message on.
− END −
No
BLEED MISCONFIG advisory message at any other time:
(1) XBLEED switch ..................................... AUTO or CLSD • if CLSD selected, then
XBLEED CLOSED status
message on.

NOTE
The XBLEED valve will remain closed, if both ENG BLEED
valves are open.
———— END ————

4. CABIN PRESSURIZATION CONTROL SYSTEM

A. AUTO PRESS FAIL (Caution)
Indication: AUTO PRESS FAIL caution message on.
CAS Desc.: Both Cabin Pressure Controllers are inoperative in auto mode.
(1) Manual Cabin Pressurization
Control Procedure ....................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
———— END ————

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NON-NORMAL PROCEDURES
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4. CABIN PRESSURIZATION CONTROL SYSTEM (CONT'D)

B. CABIN ALT (Caution)

Indication: CABIN ALT caution message on.
CAS Desc.: Cabin altitude limit exceeded.
Select other cabin pressurization controller:
(1) PRESSURIZATION,
AUTO / MAN switch ............................ MAN then AUTO • MAN PRESS CONTROL
status message on
momentarily then off.
Automatic pressurization is inoperative:
Yes
(2) Manual Cabin Pressurization
Control Procedure ............................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION
− END −
No
(2) No further action required.
———— END ————

C. EMER DEPRESS (Caution)

Indication: EMER DEPRESS caution message on.
CAS Desc.: Emergency depressurization mode selected.
(1) Altitude .......................................... 15,000 feet or below
(2) Cabin altitude ..................................................... Monitor
Passenger oxygen is required:
Yes
(3) PASSENGER OXYGEN...................... OVERRIDE • PASSENGER OXY ON
advisory message on.
− END −
No
(3) No further action required.
———— END ————

D. AUTO PRESS FAULT (Advisory)

Indication: AUTO PRESS FAULT advisory message on.
CAS Desc.: One channel of the cabin pressure controller is inoperative in automatic
mode. System will automatically revert to operative controller.
No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 109, Aug 16, 2021
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4. CABIN PRESSURIZATION CONTROL SYSTEM (CONT'D)

E. MAN PRESS FAULT (Advisory)

Indication: MAN PRESS FAULT advisory message on.
CAS Desc.: One altitude limiter is inoperative. System operation not affected.
No further action required.
———— END ————

F. CABIN ALT LEVEL HI (Advisory)

Indication: CABIN ALT LEVEL HI advisory message on.
CAS Desc.: Cabin altitude warning & caution triggers reset for high altitude landing and
takeoff.
Landing elevation setting is higher than normal setting.
———— END ————

G. OUTFLOW VLV 1 (2) FAIL (Advisory)

Indication: OUTFLOW VLV 1 (2) FAIL advisory message on.
CAS Desc.: Affected outflow valve is inoperative.
(1) Affected OUTFLOW VLV switch ................ Confirm and
CLOSED • OUTFLOW VLV 1 (2)
CLSD status message on.
(2) TRIM AIR switch......................................................OFF
(3) L or R PACK switch .................................................OFF • L (R) PACK OFF status
message on.
(4) Altitude .................................................... Not more than
41,000 feet
———— END ————

H. SAFETY VALVE OPEN (Advisory)

Indication: SAFETY VALVE OPEN advisory message on.
CAS Desc.: Safety valve is not fully closed.
(1) Cabin altitude and delta P .................................. Monitor
———— END ————

I. SET LDG ELEV (Advisory)

Indication: SET LDG ELEV advisory message on.
CAS Desc.: No landing information is received by pressurization system from FMS or
LDG ELEV is selected MAN and no value was selected.
(1) Landing elevation ..................................................... Set using FMS or MAN mode.
———— END ————

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NON-NORMAL PROCEDURES
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4. CABIN PRESSURIZATION CONTROL SYSTEM (CONT'D)

J. Unpressurized Flight Procedure

PACKS ON:
Yes
(1) Altitude.................................................... 9,000 feet or lowest safe altitude,
whichever is higher.
(2) EMER DEPRESS switch .................................. ON • EMER DEPRESS caution
message on.
(3) Land at the nearest suitable airport.
− END −
No
(1) Altitude ........................................................... 9,000 feet or lowest safe altitude,
whichever is higher.
(2) Airspeed .....................................................Greater than
200 KIAS to provide sufficient airflow to
cabin.
(3) L and R PACK switch ..............................................OFF • L & R PACK OFF status
messages on.
(4) EMER DEPRESS switch .......................................... ON • EMER DEPRESS caution
message on.
(5) RAM AIR switch ....................................................... ON • RAM AIR ON status
message on.
(6) Land at the nearest suitable airport.
———— END ————

K. Manual Cabin Pressurization Control Procedure

(1) PRESSURIZATION,
AUTO / MAN switch ............................................... MAN
To increase cabin altitude:
Yes
(2) PRESSURIZATION,
MAN ALT selector ............................................. UP momentarily and monitor climb
rate and cabin altitude.
No

To decrease cabin altitude:

(2) PRESSURIZATION,
MAN ALT selector .....................................................DN momentarily and monitor
descent rate and cabin
altitude.
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Volume 1 Flight Crew Operating Manual REV 109, Aug 16, 2021
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4. CABIN PRESSURIZATION CONTROL SYSTEM (CONT'D)

K. Manual Cabin Pressurization Control Procedure (Cont’d)

To maintain cabin altitude:
When reaching target cabin altitude as per the chart below:
(3) PRESSURIZATION,
MAN ALT selector ................................................ Select to mid position / centre.
Cruise Flight Level 180 200 220 240 260 280 290 310 330
Target Cabin 600 800 1000 1200 1400 1700 1900 2200 2400
Altitude
Target Δ P 7.05 7.55 8.00 8.40 8.75 9.05 9.20 9.40 9.65

Cruise Flight Level 350 370 390 410 430 450 470 490 510
Target Cabin 2700 2900 3300 3700 4100 4500 4900 5300 5700
Altitude
Target Δ P 9.90 10.05 10.20 10.25 10.30 10.30 10.30 10.30 10.30

Effectivity:
• Airplanes 9002 thru 9174 not incorporating Service Bulletin:
• SB 700−21−034 or SB 700−21−036, Pressurization Control − Cabin Altitude
Reduction During Flight for Improved Passenger Comfort.
Cruise Flight Level 180 200 220 240 260 280 290 310 330
Target Cabin 1100 1400 1600 1900 2200 2600 2800 3100 3400
Altitude
Target Δ P 6.75 7.20 7.65 8.00 8.35 8.60 8.70 8.95 9.15

Cruise Flight Level 350 370 390 410 430 450 470 490 510
Target Cabin 3800 4100 4500 5000 5500 6000 6400 6900 7200
Altitude
Target Δ P 9.35 9.50 9.60 9.60 9.60 9.60 9.60 9.60 9.60

During Descent:
(4) PRESSURIZATION,
MAN ALT selector ................................................ Adjust to achieve landing elevation.
After Landing:
(5) PRESSURIZATION,
MAN ALT selector ................................................ Adjust to maintain landing elevation.
———— END ————

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Volume 1 Flight Crew Operating Manual REV 89, Jul 29, 2016
05−04−18 CSP 700−6
NON-NORMAL PROCEDURES
AUTOMATIC FLIGHT CONTROL SYSTEM

1. AUTOMATIC FLIGHT CONTROL SYSTEM

A. AFCS ENGAGE INVAL (Caution)
Indication: AFCS ENGAGE INVAL caution message on.
CAS Desc.: Loss of communication with AFCS.

CAUTION
Firmly hold the control wheel prior to disconnecting the
autopilot. Anticipate out of trim situation when disconnecting
autopilot.
(1) Autopilot ....................................................... Disconnect and assume manual control.
AFCS ENGAGE INVAL caution message persists:
Yes
(2) EMS AFCS system page 1........................... Select
(3) AP 1 SERVOS circuit
breaker ........................................................... OUT
(4) AP 2 SERVOS circuit
breaker ........................................................... OUT
− END −
No
(2) No further action required.
———— END ————

B. AFCS 1 (2) FAIL (Advisory)

Indication: AFCS 1 (2) FAIL advisory message on.
CAS Desc.: One AFCS has failed.
The operational AFCS will assume control.
• If AFCS 1 failed, FD 1 and AP 1 are inoperative.
• If AFCS 2 failed, FD 2 and AP 2 are inoperative.
(1) Autopilot .......................................... Confirm transferred
———— END ————

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AUTOMATIC FLIGHT CONTROL SYSTEM

1. AUTOMATIC FLIGHT CONTROL SYSTEM (CONT'D)

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software Upgrade,
Batch 3
or
• SB 700−31−034 Modification − Integrated Avionics Computer (IAC) System − Batch 3.3
Software Upgrade.
C. LATERAL MODE OFF (Caution)
Indication: LATERAL MODE OFF caution message on.
CAS Desc.: The flight director mode has changed to ROL.
(1) Flight Director ....................................................... Select FD mode as required.
———— END ————

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software Upgrade,
Batch 3
or
• SB 700−31−034 Modification − Integrated Avionics Computer (IAC) System − Batch 3.3
Software Upgrade.
D. VERTICAL MODE OFF (Caution)
Indication: VERTICAL MODE OFF caution message on.
CAS Desc.: The flight director mode has changed to PIT.
(1) Flight Director ....................................................... Select FD mode as required.
———— END ————

E. AP 1(2) FAIL (Advisory)

Indication: AP 1(2) FAIL advisory message on.
CAS Desc.: The indicated AP has failed.
(1) Autopilot .......................................... Confirm transferred
———— END ————

F. AP 1−2 FAIL (Advisory)

Indication: AP 1 −2 FAIL advisory message on.
CAS Desc.: Both Autopilots have failed.
(1) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 89, Jul 29, 2016
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NON-NORMAL PROCEDURES
AUTOMATIC FLIGHT CONTROL SYSTEM

2. AUTOPILOT TRIM
A. AP PITCH TRIM FAIL (Caution)
Indication: AP PITCH TRIM FAIL caution message on.
CAS Desc.: Autopilot pitch trim inoperative.

B. AP TRIM IS LWD (Caution)

Indication: AP TRIM IS LWD caution message on.
CAS Desc.: Mistrim monitor detects excessive forces.

CAUTION
Firmly hold the control wheel prior to disconnecting the
autopilot. Anticipate out of trim situation when disconnecting
autopilot.
(1) Autopilot ....................................................... Disconnect
(2) Airplane ............................................................... Retrim
(3) Autopilot ...................................................... As required
———— END ————

C. AP TRIM IS ND (Caution)
Indication: AP TRIM IS ND caution message on.
CAS Desc.: Mistrim monitor detects excessive forces.

CAUTION
Firmly hold the control wheel prior to disconnecting the
autopilot. Anticipate out of trim situation when disconnecting
autopilot.
(1) Autopilot ....................................................... Disconnect
(2) Airplane ............................................................... Retrim
(3) Autopilot ...................................................... As required
———— END ————

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NON-NORMAL PROCEDURES
AUTOMATIC FLIGHT CONTROL SYSTEM

2. AUTOPILOT TRIM (CONT'D)

D. AP TRIM IS NU (Caution)
Indication: AP TRIM IS NU caution message on.
CAS Desc.: Mistrim monitor detects excessive forces.

CAUTION
Firmly hold the control wheel prior to disconnecting the
autopilot. Anticipate out of trim situation when disconnecting
autopilot.
(1) Autopilot ....................................................... Disconnect
(2) Airplane ............................................................... Retrim
(3) Autopilot ...................................................... As required
———— END ————

E. AP TRIM IS RWD (Caution)

Indication: AP TRIM IS RWD caution message on.
CAS Desc.: Mistrim monitor detects excessive forces.

CAUTION
Firmly hold the control wheel prior to disconnecting the
autopilot. Anticipate out of trim situation when disconnecting
autopilot.
(1) Autopilot ....................................................... Disconnect
(2) Airplane ............................................................... Retrim
(3) Autopilot ...................................................... As required
———— END ————

3. YAW DAMPERS
A. YD 1 (2) FAIL (Caution) (Single Yaw Damper Failure)
Indication: YD 1 (2) FAIL caution message on.
CAS Desc.: Affected yaw damper has failed.

NOTE
If YD 1(2) FAIL message disappears when the YD priority is transferred
to cross−side, the failed YD is to be considered inoperative.

Volume 1 Flight Crew Operating Manual REV 96, May 03, 2018
05−05−4 CSP 700−6
NON-NORMAL PROCEDURES
AUTOMATIC FLIGHT CONTROL SYSTEM

3. YAW DAMPERS (CONT'D)

A. YD 1 (2) FAIL (Caution) (Single Yaw Damper Failure) (Cont’d)
Autopilot in use:
Yes
(1) Altitude............................................. Not more than
39,000 feet
− END −
No
(1) No further action required (i.e., no additional limit when in manual mode).

Airplanes on the EASA Registry

NOTE
If YD 1(2) FAIL message disappears when the YD priority is
transferred to cross−side, the failed YD is to be considered
inoperative.

Autopilot in use:
Yes
(1) Altitude............................................. Not more than
37,000 feet
− END −
No
(1) Altitude .................................................... Not more than
41,000 feet.

———— END ————

B. YD 1−2 FAIL (Caution) (Both Yaw Dampers Failed)

Indication: YD 1−2 FAIL caution message on.
CAS Desc.: Both yaw dampers failed.
(1) Autopilot ....................................................... Disconnect and assume manual control.
(2) Altitude .................................................... Not more than
41,000 feet
(3) Rudder................................................................. Retrim as required.
Rudder may be offset if failure occurred with yaw damper deflected.
———— END ————

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NON-NORMAL PROCEDURES
AUTOMATIC FLIGHT CONTROL SYSTEM

3. YAW DAMPERS (CONT'D)

C. YD OFF (Caution)
Indication: YD OFF caution message on.
CAS Desc.: Yaw damper is not engaged.
(1) YD switch .......................................................... Engage
———— END ————

D. YD NOT CENTERED (Advisory)

Indication: YD NOT CENTERED advisory message on.
CAS Desc.: Yaw damper not centered while on ground.
Displayed on ground − yaw damper not centered.
(1) YD switch .......................................................... Engage
YD NOT CENTERED advisory message persists:
Yes
(2) MFD MENU .................................................. Select
(3) Alternate FGC............................................... Select using joystick, then select
ENT.
(4) YD switch................................................... Engage
− END −
No
(2) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 96, May 03, 2018
05−05−6 CSP 700−6
NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

1. BLEED AIR
A. APU BLEED SYS FAIL (Caution)
Indication: APU BLEED SYS FAIL caution message on.
CAS Desc.: APU bleed valve position does not match command.
Bleed valve failed closed:
Yes
(1) APU BLEED switch .........................................OFF • APU BLEED OFF status
message on.
(2) L and R ENG BLEED
switches............................................. AUTO or ON • If selected ON,
L − R ENG BLEED ON
status message on.
− END −
No
(1) APU switch ..............................................................OFF
———— END ————

B. APU BLEED DISABLED (Advisory)

Indication: APU BLEED DISABLED advisory message on.
CAS Desc.: APU bleed selected ON and either the airplane is above the bleed limit
(30,000 feet), or the 60 second warm-up period after APU start (ground
only) is in progress. Invalid APU bleed configuration.
(1) APU BLEED switch ................................ OFF or AUTO. • If selected OFF,
APU BLEED OFF status
message on.
———— END ————

2. DOOR
A. APU DOOR FAIL (Caution)
Indication: APU DOOR FAIL caution message on.
CAS Desc.: APU door position does not match command.
APU door failed closed:
Yes
(1) APU switch ......................................................OFF
− END −
No

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NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

2. DOOR (CONT'D)
A. APU DOOR FAIL (Caution) (Cont’d)
APU is running:
Yes
(1) APU ........................................................... Operate throughout flight.
− END −
No
(1) APU switch ............................................................. RUN to monitor RPM.

CAUTION
APU windmilling between 4 to 30% RPM must not exceed 5
minutes.
If current altitude and airspeed are not required for continued safe flight:
(2) Altitude / airspeed................................................. Adjust to maintain windmilling less
than 4% RPM.
NOTE
Windmilling less than 4% RPM may require the aircraft to be below
10,000 feet and below 150 KIAS.
Within APU start envelope and APU start desired by crew:
Yes
(3) APU switch ................................................. START
NOTE
APU start should be successful if windmilling is less than 12% RPM
and door position is greater than 25 degrees.
APU start successful:
Yes
(4) APU ................................................... Operate throughout flight.
− END −
No
(3) APU switch ............................................................. RUN to monitor RPM.
If current altitude and airspeed are not required for continued safe flight:
(4) Altitude / airspeed................................................. Adjust to maintain windmilling less
than 4% RPM.
NOTE
Windmilling less than 4% RPM may require the aircraft to be below
10,000 feet and below 150 KIAS.
———— END ————

Volume 1 Flight Crew Operating Manual REV 52, Nov 10, 2006
05−06−2 CSP 700−6
NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

3. APU MALFUNCTIONS
A. APU EGT SENSORS (Caution)
Indication: APU EGT SENSORS caution message on.
CAS Desc.: Both APU EGT sensors are failed.
If the APU is not required for continued safe flight:
(1) APU .........................................................................OFF

NOTE
In the event the APU is required for continued safe flight, bleed air and
electrical extraction must not be used at the same time.

———— END ————

B. APU REVERSE FLOW (Caution)

Indication: APU REVERSE FLOW caution message on.
CAS Desc.: APU reverse flow condition exists in flight.
(1) APU switch ..............................................................OFF
———— END ————

C. APU OIL HI TEMP (Caution)

Indication: APU OIL HI TEMP caution message on.
CAS Desc.: APU high oil temperature condition exists in flight.
(1) APU switch ............................................................. OFF
———— END ————

D. APU OIL LO PRESS (Caution)

Indication: APU OIL LO PRESS caution message on.
CAS Desc.: APU low oil pressure condition exists in flight.
(1) APU switch ..............................................................OFF
———— END ————

E. APU FADEC FAIL (Advisory)

Indication: APU FADEC FAIL advisory message on.
CAS Desc.: Annunciated when no data is received by data acquisition unit.
(1) APU switch ..............................................................OFF
———— END ————

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NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

3. APU MALFUNCTIONS (CONT'D)

F. APU SHUTDOWN (Advisory)

Indication: APU SHUTDOWN advisory message on.
CAS Desc.: An APU shutdown has occurred for other than an overspeed or an
overtemp.
(1) APU switch ..............................................................OFF
———— END ————

G. APU FAULT (Advisory)

Indication: APU FAULT advisory message on.
CAS Desc.: APU FADEC has determined that a minor fault exists.
If the APU is not required for continued safe flight:
(1) APU switch ..............................................................OFF
———— END ————

H. APU NOT AVAILABLE (Advisory)

Indication: APU NOT AVAILABLE advisory message on.
CAS Desc.: The APU will not start.
(1) APU switch ..............................................................OFF
———— END ————

I. APU IN BITE (Advisory)

Indication: APU IN BITE advisory message on.
CAS Desc.: Annunciated after RUN is selected until prestart BITE is complete and the
APU inlet door is positioned (ground only).
BITE in progress.
———— END ————

J. APU OIL LO QTY (Advisory)

Indication: APU OIL LO QTY advisory message on.
CAS Desc.: APU oil level drops below 3.5 quarts (ground only)
Replenishment required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 78, Nov 19, 2013
05−06−4 CSP 700−6
NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

4. FUEL SYSTEM
A. APU FUEL SOV (Caution)
Indication: APU FUEL SOV caution message on.
CAS Desc.: APU fuel shut-off valve failed open.
Message displayed during execution of APU fire procedure:
Yes
In Flight:
Yes

CAUTION
To ensure continued R ENGINE operation using suction
feed, do not exceed 18,000 feet if using kerosene fuels or
14,000 feet if using wide cut fuels.

(2) R AUX PUMP ..........................................OFF • R AUX PUMP OFF status

message on.
(3) R PRI PUMP............................................OFF • R PRI PUMPS OFF status
message on.
(4) XFEED SOV ........................................Closed
(5) RH Engine Instruments....................... Monitor
(6) Land at nearest suitable airport.
− END −
No

On ground:
(1) R AUX PUMP ..................................................OFF • R AUX PUMP OFF status
message on.
(2) R PRI PUMP....................................................OFF • R PRI PUMPS OFF status
message on.
− END −
No
(1) No action required.
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 05−06−5
NON-NORMAL PROCEDURES
AUXILIARY POWER UNIT

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
05−06−6 CSP 700−6
NON-NORMAL PROCEDURES
DOORS

1. DOORS SYSTEM
A. CARGO DOOR (Caution)
Indication: CARGO DOOR caution message on.
CAS Desc.: Cargo door not closed and locked.
(1) PASS SIGNS, SEAT BLTS switch ........................... ON
(2) Passengers ......................................................... Advise to remain in their seats.
(3) Cabin pressure .....................................................Check normal.
Cabin pressure normal:
Yes
(4) No further action required.
− END −
No
(4) Descent ............................................................... Initiate to 9,000 ft or lowest safe
altitude whichever is higher.
(5) Land at the nearest suitable airport.
Prior to landing, switch to manual pressurization control:
(6) PRESSURIZATION, AUTO/MAN
switch ..................................................................... MAN • MAN PRESS CONTROL
status message on.
(7) PRESSURIZATION,
MAN ALT selector ...............................................UP/DN to obtain landing field
elevation.
NOTE
In manual pressurization control, CABIN ALT warning message may be
displayed for landing field elevation above 9,000 feet.
———— END ————

B. DOOR SYS FAIL (Caution)

Indication: DOOR SYS FAIL caution message on.
CAS Desc.: Loss of all door monitoring − the following messages are disabled: CARGO
DOOR, PASSENGER DOOR, LARGE SERV DOORS, L (R) EMER EXIT.
(1) PASS SIGNS, SEAT BLTS switch ........................... ON
(2) Passengers ......................................................... Advise to remain in their seats.
(3) Cabin pressure .....................................................Check normal.
Cabin pressure normal:
Yes
(4) No further action required.
− END −
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REV 62, Sep 16, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 05−07−1
NON-NORMAL PROCEDURES
DOORS

1. DOORS SYSTEM (CONT'D)

B. DOOR SYS FAIL (Caution) (Cont’d)

No
(4) Descent ............................................................... Initiate to 9,000 ft or lowest safe
altitude whichever is higher.
(5) Land at the nearest suitable airport.
Prior to landing, switch to manual pressurization control:
(6) PRESSURIZATION, AUTO/MAN
switch ..................................................................... MAN • MAN PRESS CONTROL
status message on.
(7) PRESSURIZATION,
MAN ALT selector ...............................................UP/DN to obtain landing field
elevation.
NOTE
In manual pressurization control, CABIN ALT warning message may be
displayed for landing field elevation above 9,000 feet.
———— END ————

C. R EMER EXIT (Caution)

Indication: R EMER EXIT caution message on.
CAS Desc.: Applicable emergency exit not closed and locked.
(1) PASS SIGNS, SEAT BLTS switch ........................... ON
(2) Passengers ......................................................... Advise to remain in their seats.
(3) Cabin pressure .....................................................Check normal.
Cabin pressure normal:
Yes
(4) No further action required.
− END −
No
(4) Descent ............................................................... Initiate to 9,000 ft or lowest safe
altitude whichever is higher.
(5) Land at the nearest suitable airport.
Prior to landing, switch to manual pressurization control:
(6) PRESSURIZATION, AUTO/MAN
switch ..................................................................... MAN • MAN PRESS CONTROL
status message on.
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Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
05−07−2 CSP 700−6
NON-NORMAL PROCEDURES
DOORS

1. DOORS SYSTEM (CONT'D)

C. R EMER EXIT (Caution) (Cont’d)

(7) PRESSURIZATION,
MAN ALT selector ...............................................UP/DN to obtain landing field
elevation.
NOTE
In manual pressurization control, CABIN ALT warning message may be
displayed for landing field elevation above 9,000 feet.
———— END ————

D. PASSENGER DOOR (Caution)

Indication: PASSENGER DOOR caution message on.
CAS Desc.: Passenger door not closed and locked.
(1) PASS SIGNS, SEAT BLTS switch ........................... ON
(2) Passengers ......................................................... Advise to remain in their seats.
(3) Cabin pressure .....................................................Check normal.
Cabin pressure normal:
Yes
(4) No further action required.
− END −
No
(4) Descent ............................................................... Initiate to 9,000 ft or lowest safe
altitude whichever is higher.
(5) Land at the nearest suitable airport.
Prior to landing, switch to manual pressurization control:
(6) PRESSURIZATION, AUTO/MAN
switch ..................................................................... MAN • MAN PRESS CONTROL
status message on.
(7) PRESSURIZATION,
MAN ALT selector ...............................................UP/DN to obtain landing field
elevation.
NOTE
In manual pressurization control, CABIN ALTwarning message may be
displayed for landing field elevation above 9,000 feet.
———— END ————

REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 05−07−3
NON-NORMAL PROCEDURES
DOORS

1. DOORS SYSTEM (CONT'D)

E. SMALL SERV DOORS (Caution)

Indication: SMALL SERV DOORS caution message on.
CAS Desc.: One or more of the access / small service doors is not closed.
(1) Airspeed ...........................................NOT MORE THAN
250 KIAS
Performance decrements are as follows:
(A) Enroute climb limited weight.....reduce by 30 kg (66 lb)
(B) Cruise..........................increase fuel used by 0.2%
(C) Landing weight...............reduce by 7 kg (15.4 lb).
———— END ————

F. LARGE SERV DOORS (Caution)

Indication: LARGE SERV DOORS caution message on.
CAS Desc.: One or more of the aft equipment bay, refuel / defuel panel, hydraulic
access or belly fairing stowage area access panels / doors not closed.
(1) Airspeed ...........................................NOT MORE THAN
250 KIAS
Performance decrements are as follows:
(A) Enroute climb limited weight.....reduce by 30 kg (66 lb)
(B) Cruise..........................increase fuel used by 0.2%
(C) Landing weight...............reduce by 7 kg (15.4 lb).
———— END ————

G. INT CABIN DOOR (Caution)

Indication: INT CABIN DOOR caution message on.
CAS Desc.: Interior cabin door is closed.
(1) Interior cabin door ................................................OPEN for take-off and landing.
———— END ————

Volume 1 Flight Crew Operating Manual REV 42, Nov 26, 2004
05−07−4 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

1. BATTERY SYSTEM
A. AV BATT FAIL (Caution)
Indication: AV BATT FAIL caution message on.
CAS Desc.: Avionics battery has failed.
Battery temperature is excessive (>57 °C):
Yes
(1) AV BATT CHGR circuit
breaker CCBP−C5.......................................... OUT
− END −
No
(1) No further action required.
———— END ————

B. APU BATT FAIL (Caution)

Indication: APU BATT FAIL caution message on.
CAS Desc.: APU battery has failed.
(1) No further action required.
———— END ————

C. BATT MASTER OFF (Caution)

Indication: BATT MASTER OFF caution message on.
CAS Desc.: The battery master switch is off.
(1) BATT MASTER switch ............................................. ON
———— END ————

D. BATT EMER PWR ON (Advisory)

Indication: BATT EMER PWR ON advisory message on.
CAS Desc.: Airplane operating on emergency battery power only.
Batteries are feeding DC ESS and BAT BUS.
(1) EMER PWR ONLY (Warning)
Procedure .................................................... Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − ELECTRICAL.
———— END ————

E. AV BATT CHGR FAIL (Advisory)

Indication: AV BATT CHGR FAIL advisory message on.
CAS Desc.: Avionics battery charger has detected a fault and shutdown.
Reduced time on emergency battery power may occur.
———— END ————

REV 75, Dec 20, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 05−08−1
NON-NORMAL PROCEDURES
ELECTRICAL

1. BATTERY SYSTEM (CONT'D)

F. APU BATT CHGR FAIL (Advisory)

Indication: APU BATT CHGR FAIL advisory message on.
CAS Desc.: APU battery charger has detected a fault and shutdown.
Reduced time on emergency battery power may occur.
———— END ————

2. CIRCUIT BREAKER TRIP

A. CB TRIP AC (DC) FEED (Caution)
Indication: CB TRIP AC (DC) FEED caution message on.
CAS Desc.: A circuit breaker for the AC or DC feeder has tripped.
(1) EMS STATUS page ............................................. Select and acknowledge.
Circuit breaker reset required:
Yes

CAUTION
One circuit breaker reset is permitted only if required for
continued safe flight.
(2) Affected circuit breaker................................. Reset
CB TRIP AC (DC) FEED caution message persists:
Yes
(3) EMS CDU ........................................... Review affected systems.
− END −
No
(2) No further action required.
———— END ————

B. CB TRIP (Advisory)
Indication: CB TRIP advisory message on.
CAS Desc.: A circuit breaker has tripped.

CAUTION
One circuit breaker reset is permitted only if required for
continued safe flight.
(1) EMS STATUS page ............................................. Select and acknowledge affected
circuit breaker.
———— END ————

Volume 1 Flight Crew Operating Manual REV 51, Aug 14, 2006
05−08−2 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS
A. AC BUS 1 (2) (3) (4) FAIL (Caution)
Indication: AC BUS 1 (2) (3) (4) FAIL caution message on.
CAS Desc.: Affected AC bus is inoperative.
Two generators are required in order to power all AC busses.
(1) Affected GEN switch ......................................... Confirm
OFF/RESET
If more than 2 resets are attempted, then generator is locked out.
AC BUS 1 (2) (3) (4) FAIL caution message persists:
Yes
(2) CAS/SYNOPTICS/EMS CDU..................... Review affected systems.
− END −
No
(2) No further action required.
———— END ————

B. AC ESS BUS FAIL (Caution)

Indication: AC ESS BUS FAIL caution message on.
CAS Desc.: AC essential bus is inoperative.
When conditions permit:
(1) Thrust levers........................................................ Retard to IDLE.
(2) Engine switches ........................................................ N1
(3) Thrust levers................................................... Set thrust as required.
N1 thrust setting charts must be used. Refer to Airplane Flight Manual, Chapter 7,
SUPPLEMENT 2 − FAN SPEED N1 THRUST SETTINGS
N1 performance data must be used. Refer to Airplane Flight Manual, Chapter 7;
SUPPLEMENT 16 − DISPATCH IN ALTERNATE CONTROL (N1) MODE.
(4) CAS/SYNOPTICS/EMS CDU............................. Review affected systems.
(5) Avoid icing conditions.
———— END ————

REV 83, Feb 16, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−08−3
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
C. AC BUS 1 (2) (3) (4) XFER FAULT (Advisory)
Indication: AC BUS 1 (2) (3) (4) XFER FAULT advisory message on.
CAS Desc.: Bus transfer capability inoperative.
(1) Affected AC bus ................................................. Monitor
———— END ————

Volume 1 Flight Crew Operating Manual REV 75, Dec 20, 2012
05−08−4 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

D. DC BUS 1 FAIL (Caution)

Indication: DC BUS 1 FAIL caution message on.
CAS Desc.: DC BUS 1 inoperative
NOTE
The following indications will also exist: L PACK AUTO FAIL caution,
R WINDOW HEAT FAIL caution, A/T 1−2 FAIL advisory, FDR FAIL
advisory, L−R FADEC FAULT advisory,
TERR FAIL annunciated on the MFDs,
RAD flag on PFD1, ADC2 failed indications on PFD2 and N1 VIB digits
dashed on EICAS.

CAUTION
One circuit breaker reset is permitted only if required for continued safe
flight.
(1) Affected TRU circuit breaker ................................ Reset
• ESS TRU 1 .............................................. CCBP − G6
• TRU 1 ...................................................... CCBP − A2
DC BUS 1 FAIL caution message persists:
Yes
(2) Copilot ADC reversion switch ........... Select ADC 3
(3) RMU ..................................................Select ATC 1
(4) TRIM AIR switch..............................................OFF
(5) L PACK switch............................ Confirm and OFF
(6) Altitude............................................. Not more than
41,000 feet
(7) Avoid icing conditions.
(8) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.27 (27%) 1.23 (23%)

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NON-NORMAL PROCEDURES
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3. DISTRIBUTION SYSTEMS (CONT'D)

D. DC BUS 1 FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
ADF1, GPS1, GPWS, SELCAL and weather radar are
inoperative.
One pair of outboard roll spoilers is inoperative. Flight
spoilers, ground spoilers, and left thrust reverser are
operative.
− END −
No
(2) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−08−6 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

E. DC BUS 2 FAIL (Caution)

Indication: DC BUS 2 FAIL caution message on.
CAS Desc.: DC BUS 2 inoperative.
NOTE
The following indications will also exist: R PACK AUTO FAIL caution,
DU 5 and 6 inoperative,
TCAS FAIL on the PFD1 and MFD1 (if transponder 1 selected) and
FMS2 CDU blanked.

CAUTION
One circuit breaker reset is permitted only if required for continued safe
flight.
(1) Affected TRU circuit breaker ................................ Reset
• ESS TRU 2 .............................................. CCBP − E8
• TRU 2 ...................................................... CCBP − C2
DC BUS 2 FAIL caution message persists:
Yes
(2) RMU ..................................................Select ATC 2
(3) TRIM AIR switch..............................................OFF
(4) R PACK switch ........................... Confirm and OFF
(5) Altitude............................................. Not more than
41,000 feet
(6) HUMIDIFIER switch (if
installed) ..........................................................OFF
(7) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.27 (27%) 1.23 (23%)

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NON-NORMAL PROCEDURES
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3. DISTRIBUTION SYSTEMS (CONT'D)

E. DC BUS 2 FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
COM1, NAV1, DME1, ATC1, HF1, GPS2, FDR, HUD and RAD
ALT 2 are inoperative.
One pair of inboard roll spoilers and aileron trim are inoperative.
Flight spoilers, gear and right reverser are operative.
Prior to landing:
(8) Autothrottle ............................................Disengage
− END −
No
(2) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−08−8 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

F. BATT BUS FAIL (Caution)

Indication: BATT BUS FAIL caution message on.
CAS Desc.: BATT BUS inoperative.
NOTE
The following indications will also exist: CHECK DU1 caution,
FUEL TEMP SENSOR caution, L AOA HEAT FAIL caution,
PITOT 1 (3) HT FAIL caution, STALL PROTECT FAIL caution,
SET LNDG ELEV advisory (until elevation manually reset),
L (R) COWL A/ICE FAULT advisory, L−R FADEC FAULT advisory,
R AUX FUEL PUMP advisory, A/T 1 FAIL advisory,
ADC 3 DEGRADED advisory, SHAKER 1 FAIL advisory, TCAS STBY
on PFD2 and MFD2, amber
EICAS flag on PFD2, red
X on DU 1, 2, 3, and 4 and FMS CDU1 blanked.
(1) Standby instruments....................... Utilize / cross check
(2) SG 1 reversion knob..............................................ALTN
(3) SG 3 reversion knob..............................................ALTN to regain pilot’s PFD and
EICAS display
(4) Pilot’s ADC reversion switch .................... Select ADC 3
NOTE
ADC3 is degraded. Autopilot / flight guidance should be coupled
to ADC2 data.
(5) Flight Director Data Source (CPL)............ Select copilot
(6) Altitude preselector............................................... Reset as required.
(7) RMU ..........................................................Select ATC 1
(8) FGC CPL switch ........................................... Select right
If autothrottles are desired:
Yes
(9) MFD MENU page ......................................... Select
(10) MFD SYSTEM page 2 .................................. Select
(11) AUTOTHROTTLE................................... Engage 2
No
(12) LDG ELEV .............................................................. MAN
(13) Landing elevation ..................................................... Set
t

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3. DISTRIBUTION SYSTEMS (CONT'D)

F. BATT BUS FAIL (Caution) (Cont’d)

(14) Avoid icing conditions.

NOTE
If extended continued operations at altitude are expected,
perform the FUEL TEMP SENSOR procedure. Refer to Chapter
5; NON−NORMAL PROCEDURES − FUEL.
(15) Fuel tank quantity / distribution........................... monitor
NOTE
Crossfeed fuel shutoff valve inoperative.
(16) STALL PUSHER switch
(pilot or copilot) ........................................................OFF • STALL PROTECT FAIL
caution message on.

Stick pusher is inoperative.

CAUTION
Select hydraulic pumps on one at a time prior to flap extension to
prevent overloading the bus and failing IRS1 and other systems.
(17) Approach speed .........................................VREF (Flaps 30)
+ 10 KIAS
(18) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS
1.37 (37%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−08−10 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

F. BATT BUS FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

• DU’s 2 and 4 cannot be regained.

• ADC1 and COM2 are inoperative.
• Manual pressurization and oxygen quantity are inoperative.
• Slats and flaps are halfspeed (no EICAS message).
• Engine ignition and starter valves are inoperative.
• Fire detection is inoperative.
• Engine thrust reversers are inoperative.
• APU is inoperative.
(19) Land at the nearest suitable airport.
Prior to landing:
(20) HYDRAULIC pumps 1B,
2B and 3B................................................................. ON
———— END ————

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
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NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

G. DC ESS BUS FAIL (Caution)

Indication: DC ESS BUS FAIL caution message on.
CAS Desc.: DC ESS BUS inoperative.
NOTE
The following indications will also exist: CHECK PFD warning,
AUTOPRESS FAIL caution (clears after MAN selected),
FLT SPOILERS FAIL caution, STALL PROTECT FAIL caution,
GND LIFT DUMP caution, YD OFF caution, FUEL TEMP SENSOR
caution, L WINDOW HEAT FAIL caution, R AOA HEAT FAIL caution,
STBY PITOT HT FAIL caution, PITOT 2 HT FAIL caution,
L AUX FUEL PUMP advisory (when flaps extended), A/T 2 FAIL
advisory, L−R BLEED FAULT advisory, ADC 2 DEGRADED advisory,
SHAKER 2 FAIL advisory, pilot’s PFD and MFD inoperative (HUD and
AP operative using IRS1 and ADC1 data), DU 5 & 6 red
X, FMS 2 CDU blanked, BTMS 3 & 4 blanked, cabin altitude dashed,
bleed manifold pressures dashed, left wing fuel temperature dashed,
ISI
SSEC flag posted (if installed).
(1) Standby instruments....................... Utilize / cross check
(2) SG 2 reversion knob..............................................ALTN to regain copilot’s PFD and
MFD.
(3) YD switch ...........................................................engage
(4) Copilot’s ADC reversion switch ................ Select ADC 1
(5) Flight Director Data Source (CPL)................ Select pilot
(6) Autopilot ........................................................ as desired
(7) RMU .......................................................... select ATC 1
(8) PRESSURIZATION,
AUTO/MAN switch ................................................. MAN • MAN PRESS CONTROL
status message on.
(9) OUTFLOW VALVE 2 ....................................... CLOSED
(10) PRESSURIZATION,
MAN ALT switch .......................................... As required UP or DN.
(11) Thrust levers........................................... Increase thrust as required to maintain pack
outline green.
• Packs will continue to run in AUTO.
• Do not select packs off. If PACK subsequently fail, select manual mode.
• Engine bleed valves are failed open with only LP available.
• ENG BLEED switches are inoperative.
• APU bleed is not available.
• RAM air valve and auxiliary pressurization are inoperative.
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3. DISTRIBUTION SYSTEMS (CONT'D)

G. DC ESS BUS FAIL (Caution) (Cont’d)

(12) Cabin altitude ..................................................... Monitor
(13) Avoid icing conditions.
• L and R wing anti-ice controllers and wing cross bleed are inoperative.
• L windshield heat controller is inoperative.
(14) Altitude .................................................... Not more than
41,000 feet
NOTE
If extended continued operations at altitude are expected,
perform the FUEL TEMP SENSOR procedure. Refer to Chapter
5; NON-NORMAL PROCEDURES − FUEL.
(15) Fuel tank quantity / distribution........................... Monitor
NOTE
Transfer to the right wing is not available.
(16) STALL PUSHER switch
(pilot or copilot) ........................................................OFF • STALL PROTECT FAIL
caution message on.
Stick pusher is inoperative.
(17) Approach speed .........................................VREF (Flaps 30)
+ 10 KIAS
(18) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.48 (48%)

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CSP 700−6 05−08−13
NON-NORMAL PROCEDURES
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3. DISTRIBUTION SYSTEMS (CONT'D)

G. DC ESS BUS FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

• Pilots PFD and MFD control cannot be regained.

• VOR/ILS2, ADF2, DME2, ADC3 and TCAS are inoperative.
• One pair each of inboard and outboard roll spoilers, one pair of ground spoilers, and
two of four pairs of flight spoilers are failed.
• Slats and flaps are half-speed (no EICAS message).
• Rudder trim is inoperative.
• Emergency lighting is turned ON automatically and will be inoperative after 20
minutes.
• Cowl anti-icing is operative; however, it does not indicate normally.
(19) Land at nearest suitable airport.
Prior to landing
(20) HYDRAULIC pumps 1B,
2B, and 3B................................................................ ON
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−08−14 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

H. DC EMER BUS FAIL (Caution)

Indication: DC EMER BUS FAIL caution message on.
CAS Desc.: DC emergency BUS inoperative.
DC emergency bus failure cannot be reset in flight.
(1) CAS/SYNOPTICS/EMS CDU............................. Review affected systems.
(2) Land at the nearest suitable airport.
———— END ————

I. ELEC SYS FAIL (Caution)

Indication: ELEC SYS FAIL caution message on.
CAS Desc.: A major fault has been detected in the electrical system (ground only)
(1) AC and DC synoptic pages ................................ Monitor
———— END ————

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
J. BATT BUS XFER FAULT (Advisory)
Indication: BATT BUS XFER FAULT advisory message on.
CAS Desc.: Bus transfer capability inoperative.
(1) Affected DC BUS................................................ Monitor
———— END ————

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
K. DC BUS 1 (2) XFER FAULT (Advisory)
Indication: DC BUS 1 (2) XFER FAULT advisory message on.
CAS Desc.: Bus transfer capability inoperative.
(1) Affected DC BUS................................................ Monitor
———— END ————

REV 75, Dec 20, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 05−08−15
NON-NORMAL PROCEDURES
ELECTRICAL

3. DISTRIBUTION SYSTEMS (CONT'D)

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of Build 4
Electrical System.
L. DC ESS XFER FAULT (Advisory)
Indication: DC ESS XFER FAULT advisory message on.
CAS Desc.: Bus transfer capability inoperative.
(1) Affected DC BUS................................................ Monitor
———— END ————

M. ELEC SYS FAULT (Advisory)

Indication: ELEC SYS FAULT advisory message on.
CAS Desc.: A minor fault has been detected in EMS.
(Maintenance Advisory Only)
(1) No pilot action required.

NOTE
An amber TRU outline with no other abnormal indications may
be caused by a TRU fan failure. On ground this is accompanied
by an ELEC SYS FAULT advisory message.
———— END ————

N. EXT AC PWR AVAIL (Advisory)

Indication: EXT AC PWR AVAIL advisory message on.
CAS Desc.: External AC power is available.
———— END ————

O. EXT DC PWR AVAIL (Advisory)

Indication: EXT DC PWR AVAIL advisory message on.
CAS Desc.: External DC power is available
———— END ————

Volume 1 Flight Crew Operating Manual REV 86, Nov 04, 2015
05−08−16 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

4. GENERATORS
A. APU GEN OVERHEAT (Caution)
Indication: APU GEN OVERHEAT caution message on.
CAS Desc.: APU generator oil overheat.
(1) APU GEN switch .....................................................OFF • APU GEN OFF status
message on.
———— END ————

B. APU GEN OVLD (Caution)

Indication: APU GEN OVLD caution message on.
CAS Desc.: APU Generator overloaded.
(1) EMS SWITCH CONTROL Page 2 ....................... Select
(2) Applicable AC CABIN PWR ....................................OFF
———— END ————

C. GEN 1 (2) (3) (4) OVLD (Caution)

Indication: GEN 1 (2) (3) (4) OVLD caution message on.
CAS Desc.: Affected Generator overloaded.
(1) EMS SWITCH CONTROL Page 2 ....................... Select
(2) Applicable AC CABIN PWR ....................................OFF
———— END ————

D. RAT GEN FAIL (Caution)

Indication: RAT GEN FAIL caution message on.
CAS Desc.: RAT generator inoperative.
Displayed on the ground only − a fault has been detected in the RAT generator during
the power up BIT checks.
———— END ————

E. APU GEN FAIL (Advisory)

Indication: APU GEN FAIL advisory message on.
CAS Desc.: Affected generator has failed.
(1) APU GEN switch ............................................... Confirm and reset
NOTE
If more than 2 resets attempted, the affected generator is locked out.

REV 86, Nov 04, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−08−17
NON-NORMAL PROCEDURES
ELECTRICAL

4. GENERATORS (CONT'D)

E. APU GEN FAIL (Advisory) (Cont’d)

APU GEN FAIL advisory message persists:
Yes
(2) APU GEN switch .............................................OFF • APU GEN OFF status
message is on.
(3) Electrical loads ........................................... Monitor
− END −
No
(2) No further action required.
———— END ————

F. GEN 1 (2) (3) (4) FAIL (Advisory)

Indication: GEN 1 (2) (3) (4) FAIL advisory message on.
CAS Desc.: Affected generator has failed.
(1) Affected GEN switch ......................................... Confirm and reset
NOTE
If more than 2 resets attempted, the affected generator is locked out.
GEN 1 (2) (3) (4) FAIL advisory message persists:
Yes
(2) Affected GEN switch........................................OFF • GEN 1 (2) (3) (4) OFF
status message on.
(3) Electrical loads ........................................... Monitor
NOTE
If more than one generator fails, consider starting the APU
to ensure availability of electrical power. Limitations
surrounding APU operation must be observed.
− END −
No
(2) No further action required.
———— END ————

G. RAT GEN FAIL (Caution)

Indication: RAT GEN FAIL caution message on.
CAS Desc.: RAT GEN inoperative.
(1) AC and DC ELECTRICAL pages ....................... Monitor
———— END ————

Volume 1 Flight Crew Operating Manual REV 107, Feb 22, 2021
05−08−18 CSP 700−6
NON-NORMAL PROCEDURES
ELECTRICAL

4. GENERATORS (CONT'D)

H. RAT GEN ON (Advisory)

Indication: RAT GEN ON advisory message on.
CAS Desc.: RAT generator is powering AC essential bus.
(1) EMER PWR ONLY (Warning)
Procedure .................................................... Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − ELECTRICAL.
———— END ————

5. TRU FAILURES
A. TRU 1 (2) FAIL (Advisory)
Indication: TRU 1 (2) FAIL advisory message on.
CAS Desc.: Affected TRU has failed.
Only one circuit breaker reset is permitted.
(1) Affected circuit breaker......................................... Reset
• TRU 1 ........................................................ CCBP−A2
• TRU 2 ........................................................ CCBP−C2
———— END ————

B. ESS TRU 1 (2) FAIL (Advisory)

Indication: ESS TRU 1 (2) FAIL advisory message on.
CAS Desc.: Affected ESS TRU has failed.
Only one circuit breaker reset is permitted.
(1) Affected circuit breaker......................................... Reset
• ESS TRU 1 ................................................ CCBP−G6
• ESS TRU 2 ................................................ CCBP−E8
———— END ————

6. EMS CDU FAILURES

A. Single EMS CDU Failure
(1) Operational EMS CDU ....................................... Monitor
———— END ————

B. Dual EMS CDU Failure

CAUTION
CTR/AFT TANK fuel is not available, diversion may be required.
(1) Avoid icing conditions.
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REV 86, Nov 04, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−08−19
NON-NORMAL PROCEDURES
ELECTRICAL

6. EMS CDU FAILURES (CONT'D)

B. Dual EMS CDU Failure (Cont’d)

To balance fuel (if required):
(2) XFEED SOV .......................................................... verify Open
Low Quantity Wing
(3) PRI PUMP ...............................................................OFF
(4) Wing Fuel Quantity ............................................. Monitor
Fuel Balance within limits:
(5) PRI PUMP ................................................................. On
Prior to landing:
(6) HYDRAULIC pump 1B, 2B, 3B ................................ ON

NOTE
1. AUTO operation of Hydraulic pumps is not available.
2. Wing Anti−Ice is not available unless selected ON prior to Dual EMS
CDU Failure.
3. FUEL XFEED SOV is failed OPEN.

———— END ————

Volume 1 Flight Crew Operating Manual REV 86, Nov 04, 2015
05−08−20 CSP 700−6
NON-NORMAL PROCEDURES
FIRE DETECTION

1. APU FIRE DETECTION

A. APU FIRE FAIL (Caution)
Indication: APU FIRE FAIL caution message on.
CAS Desc.: APU fire detector system inoperative.
(1) APU switch ..............................................................OFF
———— END ————

B. APU FIRE FAULT (Advisory)

Indication: APU FIRE FAULT advisory message on.
CAS Desc.: One detector loop out of two is inoperative.
———— END ————

C. APU SQUIB 1 (2) FAIL (Advisory)

Indication: APU SQUIB 1 (2) FAIL advisory message on.
CAS Desc.: Affected firex squib inoperative.
———— END ————

2. ENGINE FIRE DETECTION

A. L (R) ENG FIRE FAIL (Caution)
Indication: L (R) ENG FIRE FAIL caution message on.
CAS Desc.: Affected engine fire detector inoperative.
(1) Affected engine .................................................. Monitor
———— END ————

B. FIRE BTL 1 (2) LO PRESS (Caution)

Indication: FIRE BTL 1 (2) LO PRESS caution message on.
CAS Desc.: Affected firex bottle(s) is(are) inoperative.
LO PRESS is a result of pilot selection of DISCH
Yes
(1) No further action required.
− END −
No
(1) L ENG BLEED .................................... Confirm and OFF
(2) XBLEED ............................................................... CLSD
(3) ANTI−ICE WING .....................................................OFF
(4) APU BLEED ............................................................OFF
(5) TRIM AIR.................................................................OFF
(6) L PACK............................................... Confirm and OFF
t

REV 83, Feb 16, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−09−1
NON-NORMAL PROCEDURES
FIRE DETECTION

2. ENGINE FIRE DETECTION (CONT'D)

B. FIRE BTL 1 (2) LO PRESS (Caution) (Cont’d)

(7) Altitude .................................................... Not more than
41,000 ft
If FIRE BTL 1 LO PRESS and FIRE BTL 2 LO PRESS illuminated
(8) Land immediately at nearest suitable airport.
If Wing Anti−Icing is required:
(9) Wing XBLEED switch .......................................FROM R
(10) ANTI−ICE WING switch ........................................... ON
———— END ————

C. L (R) ENG FIRE FAULT (Advisory)

Indication: L (R) ENG FIRE FAULT advisory message on.
CAS Desc.: One detector loop out of two is inoperative.
———— END ————

D. L (R) ENG SQUIB 1 (2) FAIL (Advisory)

Indication: L (R) ENG SQUIB 1 (2) FAIL advisory message on.
CAS Desc.: Affected firex squib inoperative.
———— END ————

3. FIREX COMPUTER
A. FIRE SYS FAULT (Advisory)
Indication: FIRE SYS FAULT advisory message on.
CAS Desc.: FIDEEX system fault.
FIREX computer communications fault detected.
Smoke detectors and MLG bay overheat detectors are operational.
Engine and APU fire detection / extinguishing are operational.
Fire protection system testing, using the EMS CDU is inoperative.
———— END ————

Volume 1 Flight Crew Operating Manual REV 83, Feb 16, 2015
05−09−2 CSP 700−6
NON-NORMAL PROCEDURES
FIRE DETECTION

4. MLG BAY OVERHEAT DETECTION

A. MLG BAY OVHT FAIL (Caution)
Indication: MLG BAY OVHT FAIL caution message on.
CAS Desc.: Left and/or right MLG bay overheat detection system failure.
Below 20,000 feet:
Yes
During climb or cruise:
Yes
(1) Airspeed................................... Not more than
200 KIAS
(2) Landing gear lever .....................................DN
(3) BRAKE TEMP indications................... Monitor
After 5 minutes and when BTMS indications are normal:
(4) Landing gear lever ..................................... UP
− END −
No
(1) No action required.
− END −
No

Above 20,000 feet:

(1) No action required.
———— END ————

B. MLG BAY OVHT FAULT (Advisory)

Indication: MLG BAY OVHT FAULT advisory message on.
CAS Desc.: One gear bay overheat detection channel inoperative.
———— END ————

5. SMOKE DETECTION SYSTEM

A. SMOKE BAGGAGE FAIL (Caution)
Indication: SMOKE BAGGAGE FAIL caution message on.
CAS Desc.: One or both smoke detector inoperative.
Designated Crewmember:
(1) Affected area .........................................Empty / Monitor Remove all articles.
———— END ————

REV 56, Feb 11, 2008 Flight Crew Operating Manual Volume 1
CSP 700−6 05−09−3
NON-NORMAL PROCEDURES
FIRE DETECTION

5. SMOKE DETECTION SYSTEM (CONT'D)

B. SMOKE CLO FWD (AFT) FAIL (Caution)

Indication: SMOKE CLO FWD (AFT) FAIL caution message on.
CAS Desc.: One or more smoke detectors inoperative.
Designated Crewmember:
(1) Affected area .........................................Empty / Monitor Remove all articles.
———— END ————

C. SMOKE FWD (AFT) LAV FAIL (Caution)

Indication: SMOKE FWD (AFT) LAV FAIL caution message on.
CAS Desc.: Affected smoke detector inoperative.
Designated Crewmember:
(1) Affected area .........................................Empty / Monitor Lavatory waste bin must be
emptied
———— END ————

D. SMOKE AV BAY FAIL (Caution)

Indication: SMOKE AV BAY FAIL caution message on.
CAS Desc.: One or both smoke detectors inoperative.
(1) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 58, Sep 29, 2008
05−09−4 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

1. PRIMARY FLIGHT CONTROLS

A. ELEVATOR SPLIT (Caution)
Indication: ELEVATOR SPLIT caution message on.
CAS Desc.: Elevator asymmetry detected.
(1) Autopilot ....................................................... Disconnect Autopilot disconnect aural on.
(2) Airspeed ............................................. Between 200 and
250 KIAS
(3) Affected elevator ................................................ Identify by moving elevators controls
slowly while monitoring
FLIGHT CONTROLS page
• If left side, stick pusher is inoperative.
• If right side, autopilot input is not available.
(4) Avoid excessive elevator input.
(5) STAB TRIM ................................................. As required to limit elevator deflection.
(6) Land at the nearest suitable airport.
Controllability is reduced.
Select the longest runway available with minimum turbulence and crosswind.
———— END ————

B. ROLL SELECT (Caution)

Indication: ROLL SELECT caution message on.
CAS Desc.: Roll priority has not been selected.
Roll disconnect has occurred.
To select the operative side of the roll control system:
(1) ROLL SPLRS switch (on the
non-jammed side).......................................... PLT ROLL (CPLT ROLL)

• PLT (CPLT) ROLL SPLRS

status message on.
———— END ————

C. PITCH DISC FAULT (Advisory)

Indication: PITCH DISC FAULT advisory message on.
CAS Desc.: Pitch disconnect locking solenoid has failed.
Assume that the pitch disconnect system is inoperative (locked).
———— END ————

REV 53, Jan 29, 2007 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−1
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

1. PRIMARY FLIGHT CONTROLS (CONT'D)

D. PITCH FEEL FAULT (Advisory)

Indication: PITCH FEEL FAULT advisory message on.
CAS Desc.: Either pitch feel is inoperative, or degraded.
The pitch feel forces will not be normal.
Full elevator authority and controllability is available.
(1) Avoid excessive pitch inputs.
———— END ————

E. RUD LIMITER FAIL (Caution)

Indication: RUD LIMITER FAIL caution message on.
CAS Desc.: Rudder limiting is inoperative.
If the system is able to determine its rudder authority level versus the current airplane
configuration, one of the following messages will also be displayed:
• RUD AUTHORITY HIGH (Caution),
• RUD AUTHORITY LOW (Caution),
• RUD AUTHORITY SAFE (Advisory).
(1) Rudder pedals ...................................... Avoid excessive
inputs
(2) Airspeed ........................................................... Maintain

NOTE
Maximum speed should be limited to the speed at the time of the
failure, or 155 KIAS, whichever is higher.

(3) Rudder Limiter position ................................. Determine

NOTE
Determine failed position of rudder limiter. If the rudder limiter position
is indeterminate, the rudder limiter position bugs on the flight control
synoptic will not be displayed, and only the RUD LIMITER FAIL caution
message on will be displayed.

Volume 1 Flight Crew Operating Manual REV 69, May 24, 2011
05−10−2 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

1. PRIMARY FLIGHT CONTROLS (CONT'D)

E. RUD LIMITER FAIL (Caution) (Cont’d)

RUD AUTHORITY HIGH (Caution) annunciated
Yes

CAUTION
The available rudder authority exceeds structural limit loads.
(4) Airspeed .................................................... Reduce until RUD AUTHORITY SAFE
annunciated
(5) Select the runway available with minimum turbulence and crosswind.
− END −
No
RUD AUTHORITY LOW (Caution) annunciated
Yes
(4) Select the runway available with minimum turbulence and crosswind.

NOTE
Additional aileron travel input may be required to maintain
directional control.
− END −
No
(4) Select the runway available with minimum turbulence and crosswind.
———— END ————

F. RUD AUTHORITY HIGH (Caution) and RUD LIMITER FAIL (Caution)

Indication: RUD AUTHORITY HIGH and RUD LIMITER FAIL caution message on.
CAS Desc.: Rudder limiting authority is greater than required and rudder limiting is
inoperative.

CAUTION
The available rudder authority exceeds structural limit loads.
(1) Rudder pedals ....................................................... Avoid
excessive inputs
(2) Airspeed ............................................................ Reduce • until
RUD AUTHORITY HIGH
caution message out.
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REV 69, May 24, 2011 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−3
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

1. PRIMARY FLIGHT CONTROLS (CONT'D)

F. RUD AUTHORITY HIGH (Caution) and RUD LIMITER FAIL (Caution) (Cont’d)
When RUD AUTHORITY SAFE advisory message is on:
(3) RUD LIMITER FAIL (Caution)
Procedure .................................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − FLIGHT CONTROLS.
———— END ————

G. RUD AUTHORITY LOW (Caution) and RUD LIMITER FAIL (Caution)

Indication: RUD AUTHORITY LOW and RUD LIMITER FAIL caution message on.
CAS Desc.: Rudder limiting authority is less than required and rudder limiting is
inoperative.
Authority available is too low for engine failure compensation or crosswind.
(1) RUD LIMITER FAIL (Caution)
Procedure .................................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − FLIGHT CONTROLS.
NOTE
Additional aileron travel input may be required to maintain directional
control.
Select the runway available with minimum turbulence and crosswind.
———— END ————

H. RUD AUTHORITY SAFE (Advisory) and RUD LIMITER FAIL (Caution)

Indication: RUD LIMITER FAIL caution message on and RUD AUTHORITY SAFE
advisory message on.
CAS Desc.: Rudder limiting is inoperative and rudder limiting authority is failed within a
safe range.
Rudder limiting capability failed and rudder authority available is enough for safe
operation in current airplane configuration and speed.
(1) RUD LIMITER FAIL (Caution)
Procedure .................................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURE − FLIGHT CONTROLS.
———— END ————

I. RUD LIMITER FAULT (Advisory)

Indication: RUD LIMITER FAULT advisory message on.
CAS Desc.: One rudder limiter channel failed. System operation is normal.
———— END ————

Volume 1 Flight Crew Operating Manual REV 69, May 24, 2011
05−10−4 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

2. SECONDARY FLIGHT CONTROLS

A. MACH TRIM FAIL (Caution)
Indication: MACH TRIM FAIL caution message on.
CAS Desc.: Mach trim is inoperative.
System will not compensate for pitching moments caused by Mach changes.
(1) Airspeed .................................................. Not more than
300 KIAS
(0.83 Mach)
(2) Airplane altitude....................................... Not more than
45,000 feet
———— END ————

B. STAB TRIM (Caution)

Indication: STAB TRIM caution message on.
CAS Desc.: Pitch trim function is not available, due to both pitch trim channels
inoperative.
(1) STAB TRIM, CH1 and CH2 OFF
switches................................................................ Reset • STAB CH1 (CH2) OFF
status message on, then
out.
Delay changing airspeed or configuration as long as possible to minimize the out-of-trim
condition.
———— END ————

C. STAB CH 1 (2) FAIL (Advisory)

Indication: STAB CH 1 (2) FAIL advisory message on.
CAS Desc.: Affected stabilizer trim channel failed or inhibited.
(1) Affected STAB CH switch..................................... Reset • STAB CH 1 (2) OFF status
message on, then out.
———— END ————

3. SLAT AND FLAP CONTROL SYSTEM

A. Jammed or Inoperative Slat/Flap Control Lever Procedure
CAS Desc.: The SLAT/FLAP control lever is seized, broken, or inoperative
(1) SLAT / FLAP lever..............................Do not reposition. Leave SLAT/FLAP at present
setting.
(2) EMS CDU .................................................. Select CNTL
(3) STALL WARN ADVANCE ...................................... REV
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REV 78, Nov 19, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−5
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

A. Jammed or Inoperative Slat/Flap Control Lever Procedure (Cont’d)
(4) Altitude .................................................... Not more than
18,000 feet
NOTE
There is no altitude restriction if the failure is confirmed to have
occurred at IN / 0.
Prior to landing:
(5) Autothrottle ....................................................Disengage
(6) EGPWS / FLAP OVRD........................................ OVRD To mute the flap aural
warning.
(7) HYDRAULIC 1B, 2B
and 3B pumps .......................................................... ON
(8) Final approach speed and Actual
landing distance .........................................Set/Increase as per the table below:
SLAT/FLAP APPROACH SPEED ACTUAL LANDING ACTUAL LANDING
INDICATION DISTANCE (WITHOUT DISTANCE (WITH
THRUST THRUST
REVERSERS) REVERSERS)
IN / 0 to 5 VREF+45 2.35 (135%) 2.15 (115%)
IN / 6 to 15 VREF+33 1.96 (96%) 1.85 (85%)
IN / 16 to 29 VREF+26 1.80 (80%) 1.70 (70%)
IN / 30 VREF+20 1.64 (64%) 1.58 (58%)
OUT / 0 to 5 VREF+26 1.80 (80%) 1.70 (70%)
OUT / 6 to 15 VREF+15 1.56 (56%) 1.50 (50%)
OUT / 16 to 29 VREF+12 1.51 (51%) 1.46 (46%)
OUT / 30 VREF+10 1.45 (45%) 1.41 (41%)

Volume 1 Flight Crew Operating Manual REV 97, Jul 31, 2018
05−10−6 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

A. Jammed or Inoperative Slat/Flap Control Lever Procedure (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

or
• Airplanes 9159 thru 9304 not incorporating Service Bulletins:
• SB 700−27−059, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability with Full Performance,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9).
SLAT/FLAP APPROACH WITHOUT THRUST WITH THRUST
INDICATION SPEED REVERSERS REVERSERS
AIRPORT ALTITUDE
BELOW 6000 FT to BELOW 6000 FT to
6000 FT 10000 FT 6000 FT 10000 FT
At and Below 35,652 kg (78,600 lb) MLW
IN / 0 to 5 VREF+45 3.80 (280%) 4.00 (300%) 2.55 (155%) 2.65 (165%)
IN / 6 to 15 VREF+33 2.70 (170%) 2.82 (182%) 2.10 (110%) 2.20 (120%)
IN / 16 to 29 VREF+26 2.46 (146%) 2.54 (154%) 1.97 (97%) 2.02 (102%)
IN / 30 VREF+20 2.06 (106%) 2.18 (118%) 1.75 (75%) 1.82 (82%)
OUT / 0 to 5 VREF+26 2.72 (172%) 2.85 (185%) 2.02 (102%) 2.10 (110%)
OUT / 6 to 15 VREF+15 2.00 (100%) 2.45 (145%) 1.70 (70%) 1.80 (80%)
OUT / 16 to 29 VREF+12 1.79 (79%) 2.12 (112%) 1.60 (60%) 1.72 (72%)
OUT / 30 VREF+10 1.58 (58%) 1.89 (89%) 1.48 (48%) 1.59 (59%)
Above 35,652 kg (78,600 lb) MLW
IN / 0 to 5 VREF+45 3.90 (290%) 4.00 (300%) 2.58 (158%) 2.65 (165%)
IN / 6 to 15 VREF+33 2.80 (180%) 3.00 (200%) 2.18 (118%) 2.28 (128%)
IN / 16 to 29 VREF+26 2.46 (146%) 2.55 (155%) 1.97 (97%) 2.05 (105%)
IN / 30 VREF+20 2.12 (112%) 2.18 (118%) 1.77 (77%) 1.83 (83%)
OUT / 0 to 5 VREF+26 2.72 (172%) 2.85 (185%) 2.02 (102%) 2.10 (110%)
OUT / 6 to 15 VREF+15 2.40 (140%) 2.45 (145%) 1.78 (78%) 1.80 (80%)
OUT / 16 to 29 VREF+12 2.13 (113%) 2.25 (125%) 1.65 (65%) 1.75 (75%)

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−7
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

A. Jammed or Inoperative Slat/Flap Control Lever Procedure (Cont’d)

SLAT/FLAP APPROACH WITHOUT THRUST WITH THRUST

INDICATION SPEED REVERSERS REVERSERS
OUT / 30 VREF+10 1.89 (89%) 1.94 (94%) 1.56 (56%) 1.60 (60%)

———— END ————

B. Slat Damage (Bird Strike)

CAS Desc.: Slat/Wing leading edge damage has occurred
(1) Autopilot (if engaged) ................................... Disconnect
(2) Airspeed .................................................. Not more than
speed at which
damage occurred
(3) SLAT/FLAP Lever ...............................Do not reposition
(4) EMS CDU .................................................. Select CNTL
(5) STALL WARN ADVANCE ...................................... REV
Damage occurred at SLATS IN:
Yes

CAUTION
Do not extend SLATS.
Prior to landing:
(6) Autothrottle ............................................Disengage
(7) EGPWS / FLAP OVRD................................ OVRD to mute the flap aural warning
(8) HYDRAULIC 1B, 2B and 3B
pumps............................................................... ON
Determine if the damage induces roll at approach speed:
(9) Speed .......................................... Slowly reduce to
target VREF+45
t

Volume 1 Flight Crew Operating Manual REV 97, Jul 31, 2018
05−10−8 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

Use aileron trim to counteract any abnormal roll.

CAUTION
Stop Speed reduction if full Aileron Trim is reached
prior to target VREF +45.
Use Aileron Trim limit speed as final approach speed.

NOTE
If possible, maximum approach speed should be no greater
than that required to attain a GROUND SPEED of ≤183 Kts at
touchdown.
VREF +45 reached prior to Aileron Trim Limit:
Yes
(10) Final approach speed
and Actual landing
distance ......................................Set/Increase As per table below:
APPROACH SPEED ACTUAL LANDING ACTUAL LANDING
DISTANCE (WITHOUT DISTANCE (WITH THRUST
THRUST REVERSERS) REVERSERS)
VREF+45 2.35 (135%) 2.15 (115%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−9
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No

Aileron Trim Limit Speed reached prior to VREF+45

(10) Final approach speed and
Actual landing distance.......................Set/Increase As per table below:
APPROACH SPEED ACTUAL LANDING ACTUAL LANDING
DISTANCE (WITHOUT DISTANCE (WITH THRUST
THRUST REVERSERS) REVERSERS)
VREF+50 2.48 (148%) 2.26 (126%)
VREF+55 2.61 (161%) 2.38 (138%)
VREF+60 2.67 (167%) 2.47 (147%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−10−10 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems − Modifications
to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No

Damage occurred with SLATS OUT:

CAUTION
Do not retract SLATS
Prior to landing:
(6) Autothrottle ....................................................Disengage
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FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

(7) FLAPS .................................................... Select OUT/30
Determine if damage induces roll at approach speed:
(8) Speed .................................................. Slowly reduce to
target VREF+10
Use aileron trim to counteract any abnormal roll.

CAUTION
Stop Speed reduction if full Aileron Trim is reached prior to
target VREF +10.
Use Aileron Trim limit speed as final approach speed.
VREF+10 reached prior to Aileron Trim Limit Speed:
Yes
(9) Final approach speed and
Actual landing distance.......................Set/Increase As per table below:
Approach Speed Actual Landing Actual Landing
Distance (Without Distance (With Thrust
Thrust Reversers) Reversers)
VREF+10 1.45 (45%) 1.41 (41%)
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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No

Aileron Trim Limit Speed reached prior to VREF+10

(9) Final approach speed and Actual
landing distance .........................................Set/Increase As per table below:
APPROACH SPEED ACTUAL LANDING DISTANCE ACTUAL LANDING DISTANCE
(WITHOUT THRUST (WITH THRUST REVERSERS)
REVERSERS)
VREF+15 1.55 (55%) 1.50 (50%)
VREF+20 1.65 (65%) 1.58 (58%)
VREF+25 1.75 (75%) 1.67 (67%)
VREF+30 1.86 (86%) 1.78 (78%)

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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

B. Slat Damage (Bird Strike) (Cont’d)

APPROACH SPEED ACTUAL LANDING DISTANCE ACTUAL LANDING DISTANCE
(WITHOUT THRUST (WITH THRUST REVERSERS)
REVERSERS)
VREF+45 2.14 (114%) 2.04 (104%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems − Modifications to
Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of Wheel
Speed Transducer Part No. 140−209−4 (GW415−1050−9)

or
• Airplanes 9159 thru 9304 not incorporating Service Bulletins:
• SB 700−27−059, Modification − Control and Indication Systems − Modifications to
Permit Zero Flap Take-Off Capability with Full Performance,
or SB 700−32−034, Modification − Brake Control System − Introduction of Wheel
Speed Transducer Part No. 140−209−4 (GW415−1050−9).
APPROACH WITHOUT THRUST WITH THRUST REVERSERS
SPEED REVERSERS
AIRPORT ALTITUDE
BELOW 6000 FT to BELOW 6000 FT to
6000 FT 10000 FT 6000 FT 10000 FT
At and Below 35,652 kg (78,600 lb) MLW
VREF+15 1.81 (81%) 2.07 (107%) 1.63 (63%) 1.73 (73%)
VREF+20 2.02 (102%) 2.18 (118%) 1.75 (75%) 1.82 (82%)
VREF+25 2.21 (121%) 2.29 (129%) 1.87 (87%) 1.95 (95%)
VREF+30 2.32 (132%) 2.40 (140%) 1.97 (97%) 2.05 (105%)
VREF+45 2.67 (167%) 2.70 (170%) 2.31 (131%) 2.35 (135%)
Above 35,652 kg (78,600 lb) MLW
VREF+15 2.03 (103%) 2.07 (107%) 1.67 (67%) 1.73 (73%)
VREF+20 2.12 (112%) 2.18 (118%) 1.77 (77%) 1.83 (83%)
VREF+25 2.22 (122%) 2.31 (131%) 1.89 (89%) 1.95 (95%)
VREF+30 2.36 (136%) 2.42 (142%) 2.01 (101%) 2.06 (106%)
VREF+45 2.67 (167%) 2.70 (170%) 2.31 (131%) 2.35 (135%)

———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−10−14 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

C. FLAP FAIL (Caution)

Indication: FLAP FAIL caution message on.
CAS Desc.: Flap actuation system is inoperative
FLAP FAIL caution message posted in flight:
Yes
(1) Altitude............................................. Not more than
18,000 feet
NOTE
There is no altitude restriction if the failure is confirmed to have
occurred at IN / 0.
Prior to landing:
(2) EGPWS / FLAP OVRD................................ OVRD to mute the flap aural warning.
(3) HYDRAULIC 1B, 2B
and 3B pumps .................................................. ON
(4) Autothrottle ............................................Disengage
(5) SLAT/FLAP lever....................................... OUT/30
(6) Final approach speed and
Actual landing distance.......................Set/Increase as per the table below:
FLAP Indication Approach Speed Actual Landing Actual Landing
Distance Distance (With
(Without Thrust Thrust
Reversers) Reversers)
0 to 5 VREF+20 1.65 (65%) 1.55 (55%)
6 to 15 VREF+13 1.45 (45%) 1.40 (40%)
16 to 29 VREF+6 1.41 (41%) 1.36 (36%)
30 VREF 1.00 (0%) 1.00 (0%)
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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

C. FLAP FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No

FLAP FAIL caution message posted on ground:

NOTE
If FLAP FAIL caution occurs on ground prior to take off, only
one reset using the EMS CDU is permitted.
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FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

C. FLAP FAIL (Caution) (Cont’d)

(1) EMS CDU .................................................. Select CNTL
(2) SLAT / FLAP RESET ........................................... Reset

CAUTION
The STALL WARN ADVANCE mode should not be reset to
NORM unless the FLAP FAIL caution message has been
cleared.
FLAP FAIL caution message clears:
Yes
(3) EMS CDU .......................................... Select CNTL
(4) STALL WARN ADVANCE ........................... NORM
(5) SLAT/FLAP lever................... Reselect as required
− END −
No

FLAP FAIL caution message persists:

(3) Do not take off.
———— END ————

D. SLAT FAIL (Caution)

Indication: SLAT FAIL caution message on.
CAS Desc.: Slat actuation system is inoperative
SLAT FAIL caution message posted in flight:
Yes
(1) Altitude............................................. Not more than
18,000 feet
NOTE
There is no altitude restriction if the failure is confirmed to have
occurred at IN / 0.
Prior to landing:
(2) HYDRAULIC 1B, 2B
and 3B pumps .................................................. ON
(3) Autothrottle ............................................Disengage
(4) SLAT/FLAP selector .................................. OUT/30
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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

D. SLAT FAIL (Caution) (Cont’d)

(5) Final approach speed and
Actual landing distance.......................Set/Increase as per the table below:
SLAT Indication Approach Speed Actual Landing Actual Landing
Distance Distance (With
(Without Thrust Thrust
Reversers) Reversers)
IN VREF+20 1.55 (55%) 1.50 (50%)
OUT VREF+10 1.37 (37%) 1.34 (34%)
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FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

D. SLAT FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No

SLAT FAIL caution message posted on ground:

NOTE
If SLAT FAIL caution occurs on ground prior to take off, only
one reset using the EMS CDU is permitted.
(1) EMS CDU .................................................. Select CNTL
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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

D. SLAT FAIL (Caution) (Cont’d)

(2) SLAT / FLAP RESET ........................................... Reset

CAUTION
The STALL WARN ADVANCE mode should not be reset to
NORM unless the SLAT FAIL caution message has been
cleared.
SLAT FAIL caution message clears:
Yes
(3) EMS CDU .......................................... Select CNTL
(4) STALL WARN ADVANCE ........................... NORM
(5) SLAT/FLAP selector .............. Reselect as required
− END −
No

SLAT FAIL caution message persists:

(3) Do not take off.
———— END ————

E. SLAT-FLAP FAIL (Caution)

Indication: SLAT-FLAP FAIL caution message on.
CAS Desc.: Slat and Flap actuation systems are inoperative
SLAT-FLAP FAIL caution message posted in flight:
Yes
(1) Altitude............................................. Not more than
18,000 feet
NOTE
There is no altitude restriction if the failure is confirmed to have
occurred at IN / 0.
Prior to landing:
(2) EGPWS / FLAP OVRD................................ OVRD to mute the flap aural warning.
(3) HYDRAULIC 1B, 2B
and 3B pumps .................................................. ON
(4) Autothrottle ............................................Disengage
(5) SLAT/FLAP lever....................................... OUT/30
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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

E. SLAT-FLAP FAIL (Caution) (Cont’d)

(6) Final approach speed and
Actual landing distance.......................Set/Increase as per the table below:
SLAT/FLAP APPROACH SPEED ACTUAL LANDING ACTUAL LANDING
INDICATION DISTANCE DISTANCE (WITH
(WITHOUT THRUST THRUST
REVERSERS) REVERSERS)
IN / 0 to 5 VREF+45 2.35 (135%) 2.15 (115%)
IN / 6 to 15 VREF+33 1.96 (96%) 1.85 (85%)
IN / 16 to 29 VREF+26 1.80 (80%) 1.70 (70%)
IN / 30 VREF+20 1.64 (64%) 1.58 (58%)
OUT / 0 to 5 VREF+26 1.80 (80%) 1.70 (70%)
OUT / 6 to 15 VREF+15 1.56 (56%) 1.50 (50%)
OUT / 16 to 29 VREF+12 1.51 (51%) 1.46 (46%)
OUT / 30 VREF+10 1.45 (45%) 1.41 (41%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

E. SLAT-FLAP FAIL (Caution) (Cont’d)

SLAT/FLAP APPROACH WITHOUT THRUST WITH THRUST

INDICATION SPEED REVERSERS REVERSERS
IN / 30 VREF+20 2.06 (106%) 2.18 (118%) 1.75 (75%) 1.82 (82%)
OUT / 0 to 5 VREF+26 2.72 (172%) 2.85 (185%) 2.02 (102%) 2.10 (110%)
OUT / 6 to 15 VREF+15 2.00 (100%) 2.45 (145%) 1.70 (70%) 1.80 (80%)
OUT / 16 to VREF+12 1.79 (79%) 2.12 (112%) 1.60 (60%) 1.72 (72%)
29
OUT / 30 VREF+10 1.58 (58%) 1.89 (89%) 1.48 (48%) 1.59 (59%)
Above 35,652 kg (78,600 lb) MLW
IN / 0 to 5 VREF+45 3.90 (290%) 4.00 (300%) 2.58 (158%) 2.65 (165%)
IN / 6 to 15 VREF+33 2.80 (180%) 3.00 (200%) 2.18 (118%) 2.28 (128%)
IN / 16 to 29 VREF+26 2.46 (146%) 2.55 (155%) 1.97 (97%) 2.05 (105%)
IN / 30 VREF+20 2.12 (112%) 2.18 (118%) 1.77 (77%) 1.83 (83%)
OUT / 0 to 5 VREF+26 2.72 (172%) 2.85 (185%) 2.02 (102%) 2.10 (110%)
OUT / 6 to 15 VREF+15 2.40 (140%) 2.45 (145%) 1.78 (78%) 1.80 (80%)
OUT / 16 to VREF+12 2.13 (113%) 2.25 (125%) 1.65 (65%) 1.75 (75%)
29
OUT / 30 VREF+10 1.89 (89%) 1.94 (94%) 1.56 (56%) 1.60 (60%)

− END −
No

SLAT-FLAP FAIL caution message posted on ground:

NOTE
If SLAT-FLAP FAIL caution occurs on ground prior to take off,
only one reset using the EMS CDU is permitted.
(1) EMS CDU .................................................. Select CNTL
(2) SLAT/FLAP RESET ............................................. Reset

CAUTION
The STALL WARN ADVANCE mode should not be reset to
NORM unless the SLAT−FLAP FAIL caution message has
been cleared.
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FLIGHT CONTROLS

3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

E. SLAT-FLAP FAIL (Caution) (Cont’d)

SLAT-FLAP FAIL caution message clears:
Yes
(3) EMS CDU .......................................... Select CNTL
(4) STALL WARN ADVANCE ........................... NORM
(5) SLAT / FLAP lever................. Reselect as required
− END −
No

SLAT-FLAP FAIL caution message persists:

(3) Do not take off.
———— END ————

F. SLAT FAULT (Caution) or FLAP FAULT (Caution) or SLAT−FLAP FAULT (Caution)

Indication: SLAT FAULT orFLAP FAULT orSLAT−FLAP FAULT caution message on.
CAS Desc.: SLAT and/or FLAP system has detected a fault condition

CAUTION
Do not attempt to reset the system with the Slat / Flap lever if a FLAP
DRIVE OVHT or SLAT DRIVE OVHT condition exists. The Slat / Flap
lever may be repositioned when the FLAP DRIVE OVHT or SLAT
DRIVE OVHT condition clears itself after cool-down.
(1) SLAT / FLAP lever......................................... Reposition
———— END ————

G. FLAP DRIVE OVHT (Advisory)

Indication: FLAP DRIVE OVHT advisory message on.
CAS Desc.: Flap motor overheated and shutdown.
Flaps will not operate until the FLAP DRIVE OVHT condition clears.
(1) SLAT / FLAP .......................................... Do not attempt
reset.
The FLAP DRIVE OVHT advisory message is displayed in conjunction with the
FLAP FAULT caution message.
———— END ————

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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

H. SLAT DRIVE OVHT (Advisory)

Indication: SLAT DRIVE OVHT advisory message on.
CAS Desc.: SLAT motor overheated and shutdown.
Slats will not operate until the SLAT DRIVE OVHT condition clears.
(1) SLAT / FLAP .......................................... Do not attempt
reset.
The SLAT DRIVE OVHT advisory message is displayed in conjunction with the
SLAT FAULT caution message.
———— END ————

I. SLAT−FLAP HALFSPD (Advisory)

Indication: SLAT−FLAP HALFSPD advisory message on.
CAS Desc.: Both the flaps and slats systems operating at half speed.

CAUTION
Do not reset SLAT/FLAP PWR 1 or SLAT/FLAP PWR 2 circuit
breakers, unless required for continued safe flight and landing.
Prior to landing:
(1) HYDRAULIC 1B, 2B and 3B pump
switches.................................................................... ON • HYD 1B ON, HYD 2B ON
and HYD 3B ON status
messages on.
———— END ————

J. FLAP HALFSPD (Advisory)

Indication: FLAP HALFSPD advisory message on.
CAS Desc.: Flap actuation system operating at halfspeed.

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3. SLAT AND FLAP CONTROL SYSTEM (CONT'D)

K. SLAT HALFSPD (Advisory)

Indication: SLATS HALFSPD advisory message on.
CAS Desc.: Slat actuation system operating at halfspeed.

L. SLAT−FLAP BIT (Advisory)

Indication: SLAT−FLAP BIT advisory message on.
CAS Desc.: On−ground maintenance advisory only. Fault detected by BIT.
(1) No pilot action required.
———— END ————

4. SPOILER SYSTEMS
A. Flight Spoilers Jammed
(1) Flight spoilers position ..........................................Check using FLIGHT CONTROLS
synoptic page.
(2) Airplane altitude....................................... Not more than
41,000 feet due to emergency descent
requirements.
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4. SPOILER SYSTEMS (CONT'D)

A. Flight Spoilers Jammed (Cont’d)
Flight spoilers jammed retracted:
Yes
Prior to landing:
(3) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.38 (38%) 1.32 (32%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Select the runway available with minimum turbulence and crosswind.

− END −
No

Flight spoilers jammed extended:

Prior to landing:
(3) Approach speed .....................................VREF (Flaps 30°) +
15 KIAS
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4. SPOILER SYSTEMS (CONT'D)

A. Flight Spoilers Jammed (Cont’d)
(4) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.45 (45%) 1.40 (40%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Select the runway available with minimum turbulence and crosswind.

———— END ————

B. FLT SPLR DEPLOYED (Caution)

Indication: FLT SPLR DEPLOYED caution message on.
CAS Desc.: Flight spoilers are deployed at low altitude or when thrust is at high power.
(1) Flight spoiler control lever ............................. RETRACT
———— END ————

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4. SPOILER SYSTEMS (CONT'D)

C. SPLR LEVER FAIL (Caution)

Indication: SPLR LEVER FAIL caution message on.
CAS Desc.: Multi function spoiler function for at least two pairs of multi function spoilers
is inoperative.
Roll assist function is available.
(1) Airplane altitude........................................ Max 41,000 ft Due to emergency descent
requirements
NOTE
The ground lift dump function is available through the automatic or
manual arming.
———— END ————

D. FLT SPOILERS FAIL (Caution)

Indication: FLT SPOILERS FAIL caution message on.
CAS Desc.: Displayed if control of at least 2 pairs of flight spoilers fail.
(1) Flight spoilers position ..........................................Check
(2) Airplane altitude....................................... Not more than
41,000 feet due to emergency descent
requirements.
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4. SPOILER SYSTEMS (CONT'D)

D. FLT SPOILERS FAIL (Caution) (Cont’d)

If any spoilers extended
Yes
Prior to landing:
(3) Approach speed .............................VREF (Flaps 30°) +
15 KIAS
(4) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.45 (45%) 1.40 (40%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Select the runway available with minimum turbulence and crosswind.

4. SPOILER SYSTEMS (CONT'D)

G. GND LIFT DUMP (Caution) (Cont’d)

GND LIFT DUMP caution message persists:
Yes
(3) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.35 (35%) 1.30 (30%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

After touchdown:
(4) Flight spoiler control lever............................. Select MAX deploy
(5) Pedal brakes.................................................. Apply as required.
− END −
No
(3) No further action required.
———— END ————

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4. SPOILER SYSTEMS (CONT'D)

H. GND LIFT DUMP (Advisory)

Indication: GND LIFT DUMP advisory message on.
CAS Desc.: One pair of ground spoilers are inoperative or a ground spoiler upfloat is
occurring in flight.
Prior to landing:
(1) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.35 (35%) 1.30 (30%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

———— END ————

I. SPLRS / STAB IN TEST (Advisory)

Indication: SPLRS / STAB IN TEST advisory message on.
CAS Desc.: BITE is in progress.
Manual trim and spoiler functions are inoperative. Fault messages will occur if the trim is
activated during the test.
———— END ————

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4. SPOILER SYSTEMS (CONT'D)

J. SPLRS / STAB BIT (Advisory)

Indication: SPLRS / STAB BIT advisory message on.
CAS Desc.: On−ground maintenance advisory only. Fault detected by BIT.
(1) No pilot action required.
———— END ————

5. STALL PROTECTION SYSTEM

A. STALL PROTECT FAIL (Caution)
Indication: STALL PROTECT FAIL caution message on.
CAS Desc.: Pusher has failed, or has been manually deactivated; SPC channel has
failed or AOA sensor has failed.
(1) L and R STALL PUSHER
switches....................................................... Confirm ON
t

Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
05−10−36 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

5. STALL PROTECTION SYSTEM (CONT'D)

A. STALL PROTECT FAIL (Caution) (Cont’d)
STALL PROTECT FAIL caution message persists:
Yes
Consider stick pusher inoperative.
Prior to landing:
(2) Approach speed ................................VREF (Flaps 30°)
+ 10 KIAS
(3) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(2) No further action required.
———— END ————

REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−37
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

5. STALL PROTECTION SYSTEM (CONT'D)

B. STALL WARN ADVANCE (Caution)

Indication: STALL WARN ADVANCE advisory message on.
CAS Desc.: Stall warning advance mode has been activated automatically or manually.
To reset the system to normal stall advance mode:
(1) EMS CDU .................................................. Select CNTL SWITCH CONTROL page 1 is
displayed.

CAUTION
The STALL WARN ADVANCE mode should not be reset to NORM
unless the problem that caused the automatic STALL WARN
ADVANCE message has been cleared.
(2) STALL WARN ADVANCE ................................... NORM

Effectivity:
• Airplanes 9002 thru 9175 not incorporating Service Bulletin:
• SB 700−27−048, Stall Protection System − Software Upgrade of the Stall Protection
Computer.

NOTE
If the automatic STALL WARN ADVANCE is due to wing icing,
the system enables reset 45 seconds after the ICE CAS
message has extinguished and Wing Anti−ice is OFF or the Wing
Anti−ice annunciation has turned green with the Wing Anti−ice
ON.

(3) A normal approach and landing can be accomplished.

NOTE
For approach speed and landing distance penalties with Stall Warning
Advance refer to the applicable sections of Chapter 5; NON-NORMAL
PROCEDURES; FLAP FAIL, SLAT FAIL, SLAT-FLAP FAIL, L (R)
WING A/ICE FAIL, WING A/ICE LO HEAT, and/or WING A/ICE
SENSOR.
———— END ————

Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
05−10−38 CSP 700−6
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

5. STALL PROTECTION SYSTEM (CONT'D)

Effectivity:
• Airplanes 9002 thru 9244 not incorporating Service Bulletin:
• SB 700−31−031 Modification − Integrated Avionics Computer (IAC) System−IAC−009
Software Upgrade.
C. STALL WARN ADVANCE (Advisory)
Indication: STALL WARN ADVANCE advisory message on.
CAS Desc.: Stall warning advance mode has been activated automatically or manually.
To reset the system to normal stall advance mode:
(1) EMS CDU .................................................. Select CNTL SWITCH CONTROL page 1 is
displayed.

Effectivity:
• Airplanes 9002 thru 9175 not incorporating Service Bulletin:
• SB 700−27−048, Stall Protection System − Software Upgrade of the Stall Protection
Computer.

NOTE
If the automatic STALL WARN ADVANCE is due to wing icing,
the system enables reset 45 seconds after the ICE CAS
message has extinguished and Wing Anti−ice is OFF or the
Wing Anti−ice annunciation has turned green with the Wing
Anti−ice ON.

(3) A normal approach and landing can be accomplished.

REV 112, May 19, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 05−10−39
NON-NORMAL PROCEDURES
FLIGHT CONTROLS

5. STALL PROTECTION SYSTEM (CONT'D)

D. STALL WARN BASIC (Advisory)

Indication: STALL WARN BASIC advisory message on.
CAS Desc.: Stall warning system is incorrectly operating in a single engine configuration
(basic mode).
(1) Stall protection system ....................................... Monitor for any further system
degradation.
———— END ————

On airplanes 9002 thru 9158:

E. MACH XDUCER FAULT (Advisory)
Indication: MACH XDUCER FAULT advisory message on.
CAS Desc.: Mach transducer has failed.
Stick pusher is inoperative.
———— END ————

F. SHAKER 1 (2) FAIL (Advisory)

Indication: SHAKER 1 (2) FAIL advisory message on.
CAS Desc.: Affected SPS channel failed.
Affected stick shaker is inoperative.
———— END ————

6. TAKE-OFF CONFIGURATION MONITOR SYSTEM

A. NO TAKEOFF (Advisory)
Indication: NO TAKEOFF advisory message on.
CAS Desc.: Airplane systems not configured for take-off.
(1) Take-off configuration...........................................Check
———— END ————

Volume 1 Flight Crew Operating Manual REV 112, May 19, 2022
05−10−40 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM
A. ← (→) FUEL XFER FAIL (Caution)
Indication: ← (→) FUEL XFER FAIL caution message on.
CAS Desc.: Wing fuel transfer has been commanded and failed.
(1) Wing tank quantities ........................................... Monitor for lateral balance.
Wing to wing balance is required:
Yes
(2) WING XFER switch .........................Select ← or → • ← (→) FUEL XFER ON
status message on.
Wing to wing balance is controllable:
Yes
When tank quantities have equalized:
(3) WING XFER switch .............................. AUTO
The automatic transfer system (right / left) is available.
(4) Wing tank quantity
readouts.............................................. Monitor for lateral balance.
− END −
No
(3) WING XFER switch .........................................OFF • WING FUEL XFER OFF
status message on.
(4) X FEED SOV switch .....................................OPEN • XFEED VALVE OPEN
status message on.
Affected low tank:
(5) L (R) AUX PUMP switch..................................OFF • L (R) AUX PUMP OFF
status message on.
(6) L (R) PRI PUMPS switch.................................OFF • L (R) PRI PUMPS OFF
status message on.
(7) Wing tank quantity readouts ....................... Monitor for lateral balance.
When tank quantities have equalized:
(8) L (R) PRI PUMPS switch................................... On • L (R) PRI PUMPS OFF
status message out.
(9) L (R) AUX PUMP switch.................................... On • L (R) AUX PUMP OFF
status message out.
(10) XFEED SOV switch ................................. CLOSED • XFEED VALVE OPEN
status message out.
(11) Wing tank quantity readouts ....................... Monitor for lateral balance.
− END −
t

REV 41, Jul 08, 2004 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−1
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

A. ← (→) FUEL XFER FAIL (Caution) (Cont’d)
No
(2) Wing tank quantity readouts ............................... Monitor
———— END ————

B. ← (→) FUEL XFER ON (Caution)

Indication: ← (→) FUEL XFER ON caution message on.
CAS Desc.: An uncommanded fuel transfer is taking place.
(1) WING XFER switch .................................................OFF • WING FUEL XFER OFF
status message on.
(2) Wing tank quantity readouts ............................... Monitor
Transfer fuel manually if required.
← (→) FUEL XFER ON caution message persists:
(3) WING XFER switch .............................................. AUTO
The automatic transfer system (← left to right) (→ right to left) is available.
(4) Wing tank quantity readouts ............................... Monitor
———— END ————

C. AFT XFER FAIL (Caution)

Indication: AFT XFER FAIL caution message on.
CAS Desc.: Both left and right aft transfer systems have failed to operate when
commanded.
(1) AFT XFER switch ..................................................... ON • AFT FUEL XFER ON status
message on.
(2) Fuel tank quantity readouts ................................ Monitor
t

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
05−11−2 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

C. AFT XFER FAIL (Caution) (Cont’d)

AFT XFER FAIL caution message persists:
Yes
(3) AFT XFER switch ............................................OFF • AFT FUEL XFER OFF
status message on.
Aft tank fuel is now unusable. The airplane range is reduced and C of G will
move aft, as wing tank fuel is depleted.
Depending on the airplane operating weight and distribution, together with
the quantity of fuel trapped, it may be possible for the airplane to approach or
exceed the aft C of G envelope.
(4) Fuel calculation (with aft tank
fuel unusable) ...............................................Check and use the following table to
maintain CG within limits:
QTY TRAPPED IN AFT WING TANK (LH +RH) QTY
ZERO FUEL CG
TANK REQUIRED FOR LANDING
450 kg (1,000 lb) 0 Kg (0 lb)
540 kg (1,200 lb) 130 kg (280 lb)
640 kg (1,400 lb) 260 kg (570 lb)
> 37 % MAC 730 kg (1,600 lb) 390 kg (850 lb)
820 kg (1,800 lb) 510 kg (1,130 lb)
910 kg (2,000 lb) 640 kg (1,420 lb)
1,000 kg (2,200 lb) 770 kg (1,700 lb)
≤ 37 % MAC no additional requirement

Refer to the Flight Planning and Cruise Control Manual, Chapter 4, TWO ENGINE
PERFORMANCE− for detailed time/distance/fuel performance data.
− END −
No
(3) No further action required.
———— END ————

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−3
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

D. AFT XFER OFF SCHED (Caution)

Indication: AFT XFER OFF SCHED caution message on.
CAS Desc.: Excessive fuel in the aft tank, such that it may not empty completely.
(1) AFT XFER switch ..................................................... ON to correct the condition in
manual mode.
• AFT FUEL XFER ON status
message on.
(2) Fuel tank quantity/distribution............................. Monitor
Depending upon the aft tank transfer rate and the engine fuel flow, some aft tank
fuel may be unusable, affecting the airplane maximum range. Monitor the fuel
quantity and transfer rate to determine the effect on mission requirements.

———— END ————

E. CTR FUEL XFER FAIL (Caution)

Indication: CTR FUEL XFER FAIL caution message on.
CAS Desc.: Both centre transfer pumps have failed to operate when commanded.
The center to wing transfer of fuel is no longer available and all fuel in the center
tank is considered unusable.
(1) Fuel tank quantity and distribution...................... Monitor
Monitoring fuel tank quantity / distribution will assist in determining if there is any affect
on the mission requirements.
Refer to Flight Planning and Cruise Control Manual Chapter 4, TWO ENGINE
PERFORMANCE − for detailed time/distance/fuel performance data.

NOTE
Center tank quantity will slowly decrease due to the operation of the
fuel scavenge system.

———— END ————

Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
05−11−4 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

F. FUEL COMPUTR FAIL (Caution)

Indication: FUEL COMPUTR FAIL caution message on.
CAS Desc.: Both channel A and B have failed.
(1) Fuel calculation ....................................................Check
Check FUEL synoptic and FMS FUEL USED display.
All fuel system output data is not available.
Fuel system operation in manual is available, for wing transfer and aft transfer.
The center to wing transfer of fuel is no longer available, and all fuel in the center
tank is considered unusable.
Refer to Flight Planning and Cruise Control Manual Chapter 4, TWO ENGINE
PERFORMANCE − for detailed time/distance/fuel performance data.
———— END ————

G. FUEL LO QTY (Caution)

Indication: FUEL LO QTY caution message on.
CAS Desc.: Low fuel quantity in either the left wing, right wing or both.

(2) Airplane .............................................Not more than 10°

nose up
(3) Land at the nearest suitable airport.
(4) Do not go-around.
———— END ————

REV 80, Jun 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−5
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

H. L (R) PRI FUEL PUMPS (Caution)

Indication: L (R) PRI FUEL PUMPS caution message on.
CAS Desc.: Both forward & aft PRI (AC) pumps on the affected side have failed.

Effectivity:
• Airplanes 9111 and subsequent, and airplanes 9002 thru 9110 incorporating Service
Bulletin:
• SB 700−28−034, Distribution, Replacement of the Fuel Control Panel and Activation of
the Fuel Re-Circulation System.
(1) L (R) FUEL RECIRC switch on
affected side ............................................................OFF
If L RECIRC is OFF and R RECIRC is on, assume the Bulk Fuel Temperature in
the left tank is 5 degrees below displayed temperature.
Assumed left Bulk Fuel Temperature is 5 degrees or less above Bulk Fuel Freezing
Point:
Yes
(2) Airspeed ................................................... Increase to provide improved wing
surface recovery temperature.
(3) Altitude.......................................................... Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 °C higher than the Bulk Fuel Freezing Point.
− END −
No

(2) L or R AUX PUMP .............................................. Monitor

Automatic fuel transfer is not available on the affected side.
Manual fuel transfer is prohibited on the affected side.
The minimum fuel for go-around, with a L (R) PRI FUEL PUMPS failure, is 450 kg
(1,000 lb) per wing (with wings level) and assuming a maximum airplane climb attitude of
10° nose up.
———— END ————

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
05−11−6 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

I. WING FUEL HI TEMP (Caution)

Indication: WING FUEL HI TEMP caution message on.
CAS Desc.: Wing bulk fuel temperature has exceeded high temperature limit.

If message persists:
(2) Affected wing fuel temperature........................... Monitor
(3) Affected engine performance ............................. Monitor

Effectivity:
• Airplanes 9111 and subsequent, and airplanes 9002 thru 9110 incorporating Service
Bulletin:
• SB 700−28−034, Distribution, Replacement of the Fuel Control Panel and Activation of
the Fuel Re-Circulation System.
Recirculation system is failed ON, and Wing Fuel Temperature is increasing:
Yes
(4) Descent .........................................................Delay
NOTE
The descent for landing should be delayed as long as practical to
minimize the fuel heating as the airplane descends into warmer air.
Altitude should be as high as possible.
(5) Review flight plan and land with at least 680 kg (1,500 lb) in affected wing tank.
No

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−7
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

I. WING FUEL HI TEMP (Caution) (Cont’d)

Engine performance is affected:
Yes
(4) Reduce thrust.
If condition persists:
(5) To reduce pump cavitation, descend to a lower altitude.
− END −
No
(4) No further action required.
———— END ————

J. WING FUEL LO TEMP (Caution)

Indication: WING FUEL LO TEMP caution message on.
CAS Desc.: Bulk fuel temperature is at or below the low temperature limit.
BULK FUEL FREEZING POINT

JET A JET B JET A-1 JP-4 JP-5 JP-8 TS-1 RT CHINESE

NO.3
−40 °C −50 °C −47 °C −58 °C −46 °C −47 °C −50 °C −50 °C −47 °C

(1) Wing fuel temperature ........................................ Monitor and confirm the bulk fuel
temperature is above the bulk
fuel freezing point

Effectivity:
• Airplanes 9111 thru 9158, and airplanes 9002 thru 9110 incorporating Service Bulletin:
• SB 700−28−034, Distribution, Replacement of the Fuel Control Panel and Activation of
the Fuel Re-Circulation System.
If Wide Cut Fuels are not being used and above 34,000 feet:
(2) L and R FUEL RECIRC switches ............................. ON • FUEL RECIRC ON status
message on.

Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
05−11−8 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

J. WING FUEL LO TEMP (Caution) (Cont’d)

Bulk fuel temperature is at or below bulk fuel freezing point:
Yes
(3) Airspeed ................................................... Increase to provide improved wing
surface recovery temperature.
(4) Altitude.......................................................... Lower to a safe altitude

Effectivity:
• Airplanes 9111 and subsequent, and airplanes 9002 thru 9110 incorporating
Service Bulletin:
• SB 700−28−034, Distribution, Replacement of the Fuel Control Panel and
Activation of the Fuel Re-Circulation System.
If the Fuel Recirculation System is selected OFF, TAT should be 5 degrees higher
than the Bulk Fuel Freezing Point.
If the Fuel Recirculation System is selected ON, adjust the TAT as required to
maintain the Bulk Fuel temperature above Bulk Fuel freezing point.

If the fuel temperature can only be maintained within normal operating range at
lower altitude and higher airspeed, impact on range missions should be considered.
− END −
No
(3) Wing fuel temperature ........................................ Monitor
Bulk fuel temperature is less than −35 °C on ground:
(4) Airplane .................................................. Do not take-off if fuel temperature is below
specified limits for fuel type.
Refer to chapter 2 −
LIMITATIONS, POWER
PLANT.
———— END ————

K. WING TO CTR LEAK (Caution)

Indication: WING TO CTR LEAK caution message on.
CAS Desc.: Wing to centre tank leak. Fuel level in the centre tank is increasing.
(1) Fuel tank quantity / balance ............................... Monitor determine source of leak.
(2) Affected engine performance ............................. Monitor
(3) Affected PRI PUMPS operation ......................... Monitor

REV 80, Jun 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−9
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

K. WING TO CTR LEAK (Caution) (Cont’d)

Leaking or ruptured centre tank feed line suspected:
A primary pump failure indication or an engine low pressure indication would indicate a
leaking fuel feed line.
Yes
(4) XFEED SOV switch ................................. CLOSED
− END −
No
(4) No further action required.
———— END ————

L. FUEL IMBALANCE (Caution)

Indication: FUEL IMBALANCE caution message on.
CAS Desc.: Airplane C of G will move towards the heavy wing and airplane control
margins will be reduced.
(1) Fuel tank quantity readouts ................................ Monitor to determine appropriate
corrective action.
(2) Compare gauged fuel quantity with FMS fuel quantity and flight plan fuel remaining.
Gauged fuel quantity is lower:
Yes

CAUTION
If fuel leak is suspected and FUEL IMBALANCE caution
message is posted on EICAS, refer to External Fuel Leak
Procedure and do not use FUEL IMBALANCE procedure.

CAUTION
In the event of a leak downstream of the fuel-metering unit, the
FMS fuel quantity may match the gauged fuel quantity but will
show uneven L/R usage and will not match flight plan fuel
remaining.
(3) WING XFER ....................................................OFF
(4) Fuel Leak Procedure ........................... Accomplish
Refer to Chapter 5; NON−NORMAL PROCEDURES − FUEL.
− END −
No
(3) WING XFER ..............................................Check AUTO
t
Volume 1 Flight Crew Operating Manual REV 59, Feb 27, 2009
05−11−10 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

L. FUEL IMBALANCE (Caution) (Cont’d)

FUEL IMBALANCE caution msg persists:
Yes
(4) XFEED SOV .................................................OPEN
On low quantity tank:
(5) L or R AUX PUMP ...........................................OFF
(6) L or R PRI PUMPS ..........................................OFF

Effectivity:
• Airplanes incorporating Service Bulletin:
• 700−28−034, Distribution, Replacement of the Fuel Control Panel and
Activation of the Fuel Re-Circulation System.
If manual FUEL RECIRC installed, on low quantity tank:
(7) L or R FUEL RECIRC....................................... ON
NOTE
If manual FUEL RECIRC is selected ON below 34,000 feet, a FUEL
RECIRC ON Advisory message will be posted.
If automatic FUEL RECIRC installed, on high quantity tank:
(8) L or R FUEL RECIRC......................................OFF

(9) Fuel tank quantity ....................................... Monitor

Fuel imbalance decreases:
Yes
(10) Fuel tank quantity ............................... Monitor until balanced within 181 kg
(400 lb) or less
(11) Affected PRI pumps................................... On
(12) Affected AUX PUMP.................................. On

Effectivity:
• Airplanes incorporating Service Bulletin:
• 700−28−034, Distribution, Replacement of the Fuel Control Panel and
Activation of the Fuel Re-Circulation System.
If manual FUEL RECIRC installed, on low quantity tank:
(13) L or R FUEL RECIRC ..............................OFF
If automatic FUEL RECIRC installed, on high quantity tank:
(14) L or R FUEL RECIRC ................................ON

(15) XFEED SOV ........................................Closed

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−11
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

L. FUEL IMBALANCE (Caution) (Cont’d)

(16) Fuel tank quantity ............................... Monitor
− END −
No

(11) Altitude......................................................Descend • to 18,000 ft or lower using

kerosene fuel, or
• to 14,000 ft or lower using
wide-cut fuel.
(12) XFEED SOV ................................................Closed • XFEED VALVE OPEN
status message out.

CAUTION
To ensure continued engine operation using suction feed,
do not exceed the following altitudes with the XFEED SOV
CLOSED:
18,000 feet if kerosene fuels are in use, or
14,000 feet if wide−cut fuels are in use.
(13) Asymmetric thrust.................................... Establish
Increase fuel flow from the high quantity wing and reduce fuel flow from the low quantity
wing.

CAUTION
Airplane lateral C of G will move toward the heavy wing
and airplane control margins will be reduced.
(14) Land at nearest suitable airport.
− END −
No
(4) Fuel tank quantity ............................................... Monitor
———— END ————

Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
05−11−12 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

M. L (R) WING FULL (Caution)

Indication: L (R) WING FULL caution message on.
CAS Desc.: Fuel quantity in the affected wing tank has exceeded the maximum
allowable value.
(1) Fuel tank quantity readouts ................................ Monitor
Determine the state of all fuel transfer functions.
Fuel is being transferred from wing tank to wing tank:
Yes
(2) WING XFER switch .........................Select ← or → to transfer fuel to the low
quantity wing.
• ← or → FUEL XFER ON
status message on.
(3) Fuel tank quantity readouts ........................ Monitor
− END −
No
Fuel is being transferred from aft tank to wing tank:
Yes
(2) AFT XFER switch ............................................OFF • AFT FUEL XFER OFF
status message on.
(3) Fuel tank quantity readouts ........................ Monitor
− END −
No
Fuel is being transferred from the centre tank and overfilling a wing tank:
(2) WING XFER ...........................................Select ← or → to transfer fuel to the low
quantity wing.
• ← or → FUEL XFER ON
status message on.
t

REV 77, Sep 10, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−13
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

M. L (R) WING FULL (Caution) (Cont’d)

(3) L (R) XFER pump ........................................... Shutdown
To shutdown L XFER pump:
• EMS FUEL SYSTEM
page 3..................................................... Select
• L CTR XFER PUMP
circuit breaker ........................................... OUT
• CTR XFER FAULT advisory message on.
To shutdown R XFER pump:
• EMS FUEL SYSTEM
page 5..................................................... Select
• R CTR XFER PUMP
circuit breaker ........................................... OUT
• CTR XFER FAULT advisory message on.
(4) Fuel tank quantity readouts ................................ Monitor
———— END ————

N. FUEL UNIT MISMATCH (Caution)

Indication: FUEL UNIT MISMATCH caution message on.
CAS Desc.: Discrepancy between the units (lb or kg) on the refuel/defuel control panel
and those displayed on EICAS.
(1) Fuel tank quantity readouts ............................... Confirm
Check that EICAS fuel quantity is in the desired units and that sufficient fuel quantity is
on board.
———— END ————

On airplanes 9002 thru 9158:

O. L (R) FUEL RECIRC FAIL (Caution)
Indication: L (R) FUEL RECIRC FAIL caution message on.
CAS Desc.: Recirculation valve is not in the commanded position (failed closed or failed
open).
(1) Fuel Recirc switches ............................................Check
t

Volume 1 Flight Crew Operating Manual REV 77, Sep 10, 2013
05−11−14 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

O. L (R) FUEL RECIRC FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−28−039, Distribution − Permanent Wiring Configuration for the Fuel
Re-Circulation System Following Power Source Change.
Fuel Recirc is selected ON in-flight below 34,000 feet or in take-off configuration:
Yes
(2) L (R) FUEL RECIRC switch.............................OFF The system was selected ON
in a non-allowed
configuration.
− END −
No

Fuel Recirc is selected ON:

Yes
(2) L (R) FUEL RECIRC switch.............................OFF
• Fuel Recirculation System is failed OFF.
• WING FUEL LO TEMP caution message may be posted in later stages of the
flight.
(3) Wing fuel temperature on
affected side ............................................... Monitor
If L RECIRC is failed OFF and R RECIRC is ON, assume the Bulk Fuel
Temperature in the left tank is 5 degrees below displayed temperature.
Assumed left Bulk Fuel Temperature is 5 degrees or less above Bulk Fuel
Freezing Point:
Yes
(4) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
(5) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT must be 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(4) No further action required.
− END −
t

REV 77, Sep 10, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−15
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

O. L (R) FUEL RECIRC FAIL (Caution) (Cont’d)

Fuel Recirc is selected OFF:

(2) L (R) FUEL RECIRC switch on
affected side ............................................................. ON • FUEL RECIRC ON status
message on.
(3) Wing fuel temperature on affected
side ..................................................................... Monitor
NOTE
Fuel Recirculation System is failed ON.
WING FUEL HI TEMP message may be posted in later stages
of the flight.
Landing with 680 kg (1,500 lb) in affected wing tank may be
required.
If L RECIRC is OFF and R RECIRC is failed ON, assume the Bulk Fuel
Temperature in the left tank is 5 degrees below displayed temperature.
Assumed left Bulk Fuel Temperature is 5 degrees or less above Bulk Fuel Freezing
Point:
Yes
(4) Airspeed ................................................... Increase to provide improved wing
surface recovery temperature.
(5) Altitude.......................................................... Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(4) No further action required.
———— END ————

On airplanes 9159 and subsequent:

O. L (R) FUEL RECIRC FAIL (Caution)
Indication: L (R) FUEL RECIRC FAIL caution message on.
CAS Desc.: Recirculation valve is not in the commanded position (failed closed or failed
open).
(1) Affected FUEL RECIRC switch ...............................OFF

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NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

O. L (R) FUEL RECIRC FAIL (Caution) (Cont’d)

L (R) FUEL RECIRC FAIL message clears:
Yes
Respective recirc valve is failed closed.
(2) Wing fuel temperature on
affected side ............................................... Monitor
If L RECIRC is OFF and R RECIRC is on, assume the Bulk Fuel Temperature in
the left tank is 5 degrees below displayed temperature.
Assumed left Bulk Fuel Temperature is 5 degrees or less above Bulk Fuel
Freezing Point:
Yes
(3) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
(4) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(3) No further action required.
− END −
No

Temperature indication is dashed out on one side only:
Yes
(2) L and R FUEL RECIRC
switches................................................ ON or OFF both
− END −
No
Temperature indication is dashed out on both sides, and Fuel Recirculation System is
ON:
Yes
(2) L and R FUEL RECIRC
switches...........................................................OFF
(3) Bulk Fuel Temperature .................................Check
Temperature indication returns:
Yes
(4) L and R FUEL RECIRC
switches .....................................................ON • FUEL RECIRC ON status
message on.
NOTE
This procedure is to be used periodically to monitor fuel
temperature outboard.
Assume Bulk Fuel Temperature is 10 degrees below displayed temperature.
Assumed Bulk Fuel Temperature is 10 degrees or less above the Bulk Fuel
Freezing Point:
(5) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
(6) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT is to be increased as required to maintain Fuel Temperature minimum
10 degrees above the Bulk Fuel Freezing Point.
− END −
No
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NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

P. FUEL TEMP SENSOR (Caution) (Cont’d)

Temperature indication remains dashed out on both sides, after 4 hours total
flight time:
Yes
(4) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
(5) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(4) No further action required.
− END −
No
Temperature indication is dashed out on both sides and Fuel Recirculation System is
not available, after 4 hours total flight time:
Yes
(2) Airspeed ................................................... Increase to provide improved wing
surface recovery temperature.
(3) Altitude.......................................................... Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(2) No further action required.
———— END ————

On airplanes 9159 and subsequent:

P. FUEL TEMP SENSOR (Caution)
Indication: FUEL TEMP SENSOR caution message on.
CAS Desc.: Bulk fuel temperature indication is no longer reliable or is lost.
(1) Fuel System Synoptic.................... Check Affected Side

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CSP 700−6 05−11−21
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

P. FUEL TEMP SENSOR (Caution) (Cont’d)

Temperature indication is amber on either side:
Yes
Assume the Bulk Fuel Temperature in the affected tank is 5 degrees below
displayed temperature.
Assumed Bulk Fuel Temperature is 5 degrees or less above Bulk Fuel Freezing
Point on affected side:
Yes
(2) L and R FUEL RECIRC
switches .....................................Confirm OUT
− END −
No
Temperature indication is dashed out on one side only:
Yes
(2) L and R FUEL RECIRC
switches.............................................. Both OFF or
Both OUT
− END −
No
Temperature indication is dashed out on both sides, and Fuel Recirculation System is
ON:
Yes
(2) L and R FUEL RECIRC
switches...........................................................OFF
(3) Bulk Fuel Temperature .................................Check
Temperature indication returns:
Yes
(4) L and R FUEL RECIRC
switches .................................................. OUT
NOTE
This procedure is to be used periodically to monitor fuel
temperature outboard.
Assume Bulk Fuel Temperature is 10 degrees below displayed temperature.
Assumed Bulk Fuel Temperature is 10 degrees or less above the Bulk Fuel
Freezing point:
(5) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
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Volume 1 Flight Crew Operating Manual REV 77, Sep 10, 2013
05−11−22 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

P. FUEL TEMP SENSOR (Caution) (Cont’d)

(6) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT is to be increased as required to maintain Fuel Temperature minimum
10 degrees above the Bulk Fuel Freezing Point.
− END −
No
Temperature indication remains dashed out on both sides, after 4 hours total
flight time:
Yes
(4) Airspeed............................................ Increase to provide improved wing
surface recovery temperature.
(5) Altitude.................................................. Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(4) No further action required.
− END −
No
Temperature indication is dashed out on both sides and Fuel Recirculation System is
not available, after 4 hours total flight time:
Yes
(2) Airspeed ................................................... Increase to provide improved wing
surface recovery temperature.
(3) Altitude.......................................................... Lower to provide improved wing
surface recovery temperature.
TAT must be minimum 5 degrees higher than Bulk Fuel Freezing Point.
− END −
No
(2) No further action required.
———— END ————

Q. ← (→) FUEL XFER ON (Advisory)

Indication: ← (→) FUEL XFER ON advisory message on.
CAS Desc.: ← right to left fuel transfer on or → left to right fuel transfer on.
(1) Fuel tank quantity / distribution........................... Monitor
———— END ————

REV 77, Sep 10, 2013 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−23
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

R. ← (→) XFER VALVE OPEN (Advisory)

Indication: ← (→) XFER VALVE OPEN advisory message on.
CAS Desc.: Fuel transfer valve open.
(1) Fuel tank quantity / distribution........................... Monitor
• → XFER VALVE OPEN − If the L AUX PUMP is energized (performing engine feed
backup), fuel will be transferred to the right wing. Under this condition, a → FUEL
XFER ON message comes on.
• ← XFER VALVE OPEN − If the R AUX PUMP is energized (performing engine feed
backup), fuel will be transferred to the left wing. Under this condition, a ← FUEL
XFER ON message comes on.
———— END ————

S. AFT XFER FAULT (Advisory)

Indication: AFT XFER FAULT advisory message on.
CAS Desc.: Aft transfer has failed to operate when requested.
If an aft transfer feed line is inoperative (SOV has failed closed or pump inoperative), aft
transfer of fuel to the wings will occur more slowly than normal.
If the aft transfer SOV has failed open, fuel may migrate to the aft tank during climb and
migrate to the wing during cruise or descent, creating transitory shifts in the centre of
gravity.
(1) AFT XFER switch ..................................................... ON
(2) Fuel tank quantity readouts ................................ Monitor
———— END ————

T. AFT XFER OFF SCHED (In Flight) (Advisory)

Indication: AFT XFER OFF SCHED advisory message on.
CAS Desc.: Distribution between wing fuel tank and aft fuel tank is incorrect. If in AUTO
mode − Aft transfer in advance of schedule. If in MANUAL mode − Set point
to commence transfer reached.
(1) AFT XFER switch ....................................................OFF • AFT FUEL XFER OFF
status message on.
(2) Fuel tank quantity readouts ................................ Monitor
There may be some impact on the airplane maximum range, depending on the flight time
spent outside of the optimum aft transfer schedule.
Monitoring fuel quantity / distribution, will assist in determining if there is any effect, on
mission requirements.
t

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
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NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

T. AFT XFER OFF SCHED (In Flight) (Advisory) (Cont’d)

When total fuel remaining reaches 5,900 kg (13,000 lb):

(4) AFT XFER switch ..................................................... ON • AFT FUEL XFER ON status
message on.

Effectivity:
• Airplanes 9002, 9004 thru 9082 not incorporating Service Bulletin:
• SB 700−28−033, Fuel Management and Quantity Gauging System (FMQGS) −
FMQGS Computer Change to Part No. GP546−1501−5.
When total fuel remaining reaches 4,550 kg (10,000 lb):
(4) AFT XFER switch ..................................................... ON • AFT FUEL XFER ON status
message on.

———— END ————

U. AFT XFER OFF SCHED (On Ground) (Advisory)

Indication: AFT XFER OFF SCHED advisory message on.
CAS Desc.: Aft tank contains a fuel quantity that is outside the desired fuel loads
distribution when compared to the wing tank quantities in all operating
modes.
NOTE
The AFT XFER OFF SCHED advisory message will show on the
ground if the following conditions exist:
1. The AFT XFER switch on the FUEL control panel is set to OFF.
2. The total wing tank fuel quantity is ≤ 5,000 kg (11,000 lb).
3. The aft fuel tank quantity is >70 kg (150 lb).
4. AFT XFER OFF SCHED Caution message is not posted.
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REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−25
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

U. AFT XFER OFF SCHED (On Ground) (Advisory) (Cont’d)

Wing tanks have sufficient capacity:
Yes
(1) AFT XFER ........................................................ ON
When aft tank is empty:
(2) AFT XFER .......................................................OFF
− END −
No
(1) Fill aft tank.
———— END ————

V. FUEL QTY DEGRADED (Advisory)

Indication: FUEL QTY DEGRADED advisory message on.
CAS Desc.: Fuel gauging accuracy degraded.
(1) Fuel consumption ............................................... Monitor to maintain sufficient fuel
reserves.
The degree of error can be estimated, by comparing the fuel quantity display value with
the fuel used display value, derived from the fuel system synoptic page.
Monitoring fuel quantity / indication, will assist in determining if there is any effect, on
mission requirements.
———— END ————

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
05−11−26 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

X. CTR XFER FAULT (Advisory)

Indication: CTR XFER FAULT advisory message on.
CAS Desc.: Affected center transfer pump (either L or R) has failed to operate when
requested or a centre tank off schedule condition exists.
(1) Fuel tank quantity / distribution........................... Monitor

If the wing transfer is in AUTO mode, fuel will be transferred automatically from wing to
wing by the fuel computer, to maintain correct lateral fuel balance.
———— END ————

Y. L (R) PRI FUEL PUMP (Advisory)

Indication: L (R) PRI FUEL PUMP advisory message on.
CAS Desc.: Affected primary (AC) pump failed.
(1) L or R AUX PUMP .............................................. Monitor
If the crossfeed valve is open, both AUX pumps will come on automatically.
Automatic wing transfer is not available, on the side with the PRI pump failure.
(2) WING XFER ................................................ As required
(3) Fuel wing quantity .............................................. Monitor
The minimum fuel for go-around, with an aft PRI PUMP failure, is 450 kg (1,000 lb) per
wing (with wings level) and assuming a maximum airplane climb attitude of 10° nose up.
———— END ————

Z. XFEED VALVE FAIL (Advisory)

Indication: XFEED VALVE FAIL advisory message on.
CAS Desc.: Crossfeed valve is not in commanded position.
(1) XFEED SOV position ...........................................Check valve position on the fuel
synoptic page.
The left and right feed lines may be connected, due to the crossfeed valve failed in the
not closed position.
(2) L and R engine fuel feed ......................Monitor fuel flow
———— END ————

AA. L (R) AUX FUEL PUMP (Advisory)

Indication: L (R) AUX FUEL PUMP advisory message on.
CAS Desc.: Affected auxiliary (DC) pump failed.
(1) Fuel Tank quantity / distribution ......................... Monitor
The wing transfer function, from the failed side, is not available.
———— END ————

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−27
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

AB. L (R) R / D VALVE OPEN (Advisory)

Indication: L R / D VALVE OPEN advisory message on.
CAS Desc.: Affected R/D valve has failed to close when commanded.
Fuel feed pressure is present in the refuel / defuel manifold and refuel lines when the
boost pumps are operating.
Ensure that all other refuel / defuel components are in the closed position.
A further refuel / defuel valve failure can cause uncommanded transfer of fuel from the
feed line into a fuel tank.
———— END ————

AC. AFT R / D VALVE OPEN (Advisory)

Indication: AFT R / D VALVE OPEN advisory message on.
CAS Desc.: The aft refuel / defuel valve has failed to close when commanded.
The aft tank fuel pressure (head pressure) is present in the refuel / defuel manifold and
refuel / defuel lines.
Ensure that all other refuel / defuel components are in the closed position.
A further refuel / defuel valve failure can cause uncommanded gravity transfer of fuel.
———— END ————

AD. FUEL COMPUTR FAULT (Advisory)

Indication: FUEL COMPUTR FAULT advisory message on.
CAS Desc.: Fuel computer fault (only one channel has failed).
Automatic wing transfer function is not available.
———— END ————

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
05−11−28 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

AE. External Fuel Leak Procedure

A fuel leak may be detected by:
• COMPARE FUEL QUANTITY FMS scratchpad message indicating gauged fuel
quantity differs significantly from FMS calculated fuel quantity;

NOTE
FMS comparison does not take into account fuel used by
APU.
• Fuel onboard at engine start differs significantly from fuel synoptic page TOTAL
FUEL + FUEL USED;
• Fuel onboard differs significantly from the flight plan-predicted fuel;
• A persistent or repetitive fuel imbalance;
• An excessive fuel flow or fluctuating of engine parameters;
• A smell of fuel inside the airplane; or
• Stream of vapour from wings or fuselage visible from the cabin windows or fuselage
cameras.
If a fuel leak is suspected or confirmed:

CAUTION
Do not go to FUEL IMBALANCE checklist.
If a suitable airport is available for landing, do not delay landing while
attempting to isolate the location of the leak.
(1) WING XFER ............................................................OFF
(2) XFEED SOV ......................................... Check CLOSED
(3) L and R FUEL RECIRC ...........................................OFF
(4) Prepare to land immediately at the nearest suitable airport.
(5) Location of leak ................................................... Isolate
NOTE
1. Center or Aft tank fuel leak will not cause a fuel imbalance.
2. Wing tank fuel leak or Engine fuel leak may have been balanced by
auto−transfer.
3. Engine fuel leak may be indicated by FUEL LO PRESS caution,
High Fuel Used indications, Abnormal Fuel inlet temp compared to
other engine, mismatched or fluctuating N1, N2, ITT or FF
parameters, or flame out.

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−29
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

AE. External Fuel Leak Procedure (Cont’d)

Leak from Center Tank (Center Tank Fuel Quantity below normal) :
Yes
(6) Center Tank auto transfer........................... Monitor
(7) Fuel Quantity indications ............................ Monitor
(8) Land immediately at the nearest suitable airport.
− END −
No
Leak from Aft Tank (Aft Tank Fuel Quantity below normal) :
Yes
(6) AFT XFER ........................................................ ON
When aft tank is empty:
(7) AFT XFER .......................................................OFF
(8) Fuel Quantity indications ............................ Monitor
(9) Land immediately at the nearest suitable airport.
− END −
No
Leak from L or R Wing Fuel Tank or associated fuel lines (L or R Wing Fuel Tank Fuel
Quantity below normal) :
Yes

CAUTION
To ensure continued operations using suction feed, do not
exceed the following altitudes with XFEED SOV CLOSED and
PRI/AUX Fuel Pumps OFF:
• 18,000 feet for kerosene fuels, or
• 14,000 feet for wide−cut fuels.
Side with fuel leak:
(6) Affected PRI PUMP .................................OFF
(7) Affected AUX PUMP................................OFF
(8) Fuel Quantity indications .................... Monitor
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Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
05−11−30 CSP 700−6
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

AE. External Fuel Leak Procedure (Cont’d)

Leak stops:
Yes
(9) Land immediately at the nearest suitable airport.

NOTE
1. Airplane lateral C of G will be toward the heavy
wing, and airplane control margins will be reduced.
2. If possible, attempt to maintain fuel imbalance
within 488 kg (1,100 lb) prior to landing.
3. If fuel leak has stopped, it is permissible to balance
fuel by manual selection of FUEL WING XFER
until fuel balance is within limits.
4. If fuel required to reach the nearest suitable airport
exceeds fuel available in non−affected fuel tanks, it
may be necessary to transfer fuel from the leaking
side to the non−affected side.
− END −
No
Leak from the affected engine:
Yes
(6) Affected Thrust lever ..................... Confirm & IDLE
(7) Affected ENG RUN.........................Confirm & OFF
(8) Affected DISCH handle ................... Confirm & Pull
(9) Fuel Quantity Indications ............................ Monitor
t

REV 85, Aug 06, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−11−31
NON-NORMAL PROCEDURES
FUEL

1. FUEL SYSTEM (CONT'D)

AE. External Fuel Leak Procedure (Cont’d)

Leak stops:
Yes
(10) Land immediately at the nearest suitable airport.

NOTE
1. Airplane lateral C of G will be toward the heavy
wing, and airplane control margins will be reduced.
2. If possible, attempt to maintain fuel imbalance
within 488 kg (1,100 lb) prior to landing.
3. If fuel leak has stopped, it is permissible to balance
fuel by manual selection of FUEL WING XFER
until fuel balance is within limits. It is also
permissible to select XFEED SOV to OPEN.
4. If fuel required to reach the nearest suitable airport
exceeds fuel available in non−affected fuel tanks, it
may be necessary to transfer fuel from the leaking
side to the non−affected side.
(11) In-Flight Engine
Failure/Shutdown..........................Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − SINGLE ENGINE
PROCEDURES.
− END −
No
(6) Land immediately at the nearest suitable airport.

NOTE
1. Airplane lateral C of G will be toward the heavy wing, and
airplane control margins will be reduced. To reduce
excessive fuel imbalance, and there is sufficient fuel
remaining to land at the nearest suitable airport, flight crew
should consider using idle thrust on leaking side, or
transferring fuel from the non-affected side to the leaking
side.
2. If possible, attempt to maintain fuel imbalance within 488 kg
(1,100 lb) prior to landing.
3. If fuel required to reach the nearest suitable airport exceeds
fuel available in non−affected fuel tanks, it may be
necessary to transfer fuel from the leaking side to the
non−affected side.
———— END ————

Volume 1 Flight Crew Operating Manual REV 85, Aug 06, 2015
05−11−32 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES

A. HYD 1 LO PRESS (Caution)
Indication: HYD 1 LO PRESS caution message on.
CAS Desc.: System #1 hydraulic pressure is low (<1800 psi).
(1) HYDRAULIC pump switch 1B .................................. ON • HYD PUMP 1B ON status
message on.
If pump 1B was in AUTO and not operating, it will come on automatically, when the left
engine driven pump (1A) indicates less than 1800 psi.
(2) System No. 1 pressure and fluid
quantity .................................................................Check
System 1 pressure is less than 1800 psi:
Yes
(3) HYDRAULIC pump
switch 1B .........................................................OFF • HYD PUMP 1B OFF status
message on.
(4) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems
• Left thrust reverser is inoperative;
• Multi-function spoilers 1 and 4 are inoperative;
• Outboard ground spoilers are inoperative.
(5) Land at the nearest suitable airport.
Prior to landing:
(6) Approach speed ................................VREF (Flaps 30°)
(7) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
1.35 (35%) 1.30 (30%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−1
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

A. HYD 1 LO PRESS (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
If the system quantity is less than 4%, the engine-driven pump (EDP 1A) is operating
without hydraulic fluid. Log length of time that EDP 1A has been running dry.
Rudder control is adequate for normal flight and should be used in coordination with
aileron, if necessary, during turns.
Select the longest runway available with minimal crosswind and turbulence.
An asymmetric thrust condition will exist, with the left thrust reverse not operating.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−2 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

B. HYD 2 LO PRESS (Caution)

Indication: HYD 2 LO PRESS caution message on.
CAS Desc.: System #2 hydraulic fluid pressure is low (<1800 psi).
(1) HYDRAULIC pump switch 2B .................................. ON • HYD PUMP 2B ON status
message on.
If pump 2B was in AUTO and not operating, it will come on automatically, when the right
engine driven pump (2A) indicates less than 1800 psi.
(2) System No. 2 pressure and
fluid quantity .........................................................Check
System 2 pressure is less than 1800 psi:
Yes
(3) HYDRAULIC pump
switch 2B .........................................................OFF • HYD PUMP 2B OFF status
message on.
(4) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems.
• Right thrust reverser is inoperative;
• Multi-function spoilers 2 and 3 are inoperative;
• Main landing gear retraction actuators are inoperative;
• Outboard brakes have accumulator pressure only.
(5) Land at the nearest suitable airport.
Prior to landing:
(6) Outboard brake pressure............................ Monitor
(7) Approach speed ................................VREF (Flaps 30°)
(8) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
At and Below 35,652 kg (78,600 lb) MLW
1.92 (92%) 1.80 (80%)
Above 35,652 kg (78,600 lb) MLW
2.20 (120%) 1.91 (91%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−3
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

B. HYD 2 LO PRESS (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Anticipate the loss of outboard brakes, when hydraulic system No. 2 brake
accumulator depressurizes.
A slow steady brake application is recommended upon landing.
Do not cycle the brakes under this condition.
− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
If the system quantity is less than 4%, the engine-driven pump (EDP 2A) is operating
without hydraulic fluid. Log length of time that EDP 2A has been running dry.
Rudder control is adequate for normal flight and should be used in coordination with
aileron, if necessary, during turns.
Select the longest runway available with minimal crosswind and turbulence.
An asymmetric thrust condition will exist, with the left thrust reverse not operating.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−4 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

C. HYD 3 LO PRESS (Caution)

Indication: HYD 3 LO PRESS caution message on.
CAS Desc.: System #3 hydraulic fluid pressure is low (<1800 psi).
(1) HYDRAULIC pump switch 3B .................................. ON • HYD PUMP 3B ON status
message on.
If pump 3B was in AUTO and not operating, it will come on automatically, when primary
pump 3A indicates less than 1800 psi.
(2) System No. 3 pressure and
fluid quantity .........................................................Check
System 3 pressure is less than 1800 psi:
Yes
(3) HYDRAULIC pump
switches 3A and 3B .........................................OFF • HYD PUMP 3A and 3B
OFF status messages on.
(4) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems.
• Normal operation of main and nose landing gear is not available;
• Nose wheel steering is inoperative;
• Inboard brakes and emergency park brake have accumulator pressure only;
• Inboard ground spoilers are inoperative.
Prior to landing:

CAUTION
Failure to select NOSE STEER OFF could result in an
uncommanded nose wheel steering deflection after
touchdown with the possibility of runway excursion.
(5) Inboard brake pressure .............................. Monitor
(6) NOSE STEER switch ......................................OFF • NOSE STEER OFF status
message on.
(7) Approach speed ................................VREF (Flaps 30°)
(8) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
At and Below 35,652 kg (78,600 lb) MLW
1.91 (91%) 1.70 (70%)
Above 35,652 kg (78,600 lb) MLW
2.07 (107%) 1.75 (75%)

REV 97, Jul 31, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−5
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

C. HYD 3 LO PRESS (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

A slow steady brake application is recommended upon landing. Do not cycle the
brakes under this condition.
Anticipate the loss of inboard brakes, when hydraulic No. 3 brake accumulator
depressurizes.
At least 6 brake applications are available when on brake accumulator pressure.
(9) Manual Landing Gear
Extension Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − LANDING GEAR, WHEEL
AND BRAKE SYSTEM.
− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−6 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

D. HYD 1 HI TEMP (Caution)

Indication: HYD 1 HI TEMP caution message on.
CAS Desc.: System #1 hydraulic fluid temperature is hot (≥ 96 °C).
(1) HYDRAULIC pump switch 1B .................................OFF • HYD PUMP 1B OFF status
message on.
(2) Hydraulic System 1 temperature ........................ Monitor
Temperature decreases:
Yes
(3) Land at the nearest suitable airport.

NOTE
The hydraulic B pump may be used for approach/landing if
the HYD 1 HI TEMP caution message is extinguished.
− END −
No
Temperature continues to increase above 107 °C
Yes
(3) L HYD SOV switch .................................. CLOSED • L HYD SOV CLSD status
message on.
NOTE
A HYD 1 LO PRESS caution message will come on when system
pressure depletes to less than 1800 psi.
(4) Land at the nearest suitable airport.
Prior to landing:
(5) Approach speed ................................VREF (Flaps 30°)
(6) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
1.35 (35%) 1.30 (30%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−7
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

D. HYD 1 HI TEMP (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
The hydraulic B pump may be used for approach/landing if the
HYD 1 HI TEMP caution message is extinguished.
− END −
No
(4) Hydraulic System 1 temperature ........................ Monitor
(5) Land at the nearest suitable airport.

NOTE
The hydraulic B pump may be used for approach/landing if the
HYD 1 HI TEMP caution message is extinguished.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−8 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

E. HYD 2 HI TEMP (Caution)

Indication: HYD 2 HI TEMP caution message on.
CAS Desc.: System #2 hydraulic fluid temperature is hot (≥ 96 °C).
(1) HYDRAULIC pump switch 2B .................................OFF • HYD PUMP 2B OFF status
message on.
(2) Hydraulic System 2 temperature ........................ Monitor
Temperature decreases:
Yes
(3) Land at the nearest suitable airport.

NOTE
The hydraulic B pump may be used for approach/landing if
the HYD 2 HI TEMP caution message is extinguished.
− END −
No
Temperature continues to increase above 107 °C
Yes
(3) R HYD SOV switch.................................. CLOSED • R HYD SOV CLSD status
message on.
NOTE
A HYD 2 LO PRESS caution message will come on when system
pressure depletes to less than 1800 psi.
(4) Land at the nearest suitable airport.
Prior to landing:
(5) Outboard brake pressure............................ Monitor
(6) Approach speed ................................VREF (Flaps 30°)
(7) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
At and Below 35,652 kg (78,600 lb) MLW
1.92 (92%) 1.80 (80%)
Above 35,652 kg (78,600 lb) MLW
2.20 (120%) 1.91 (91%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−9
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

E. HYD 2 HI TEMP (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Anticipate the loss of outboard brakes when hydraulic system No.2 brake
accumulator depressurizes.
A slow steady brake application is recommended upon landing.
Do not cycle the brakes under this condition.

NOTE
The hydraulic B pump may be used for approach/landing if the
HYD 2 HI TEMP caution message is extinguished.
− END −
No
(4) Hydraulic System 2 temperature ........................ Monitor
t

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−10 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

E. HYD 2 HI TEMP (Caution) (Cont’d)

(5) Land at the nearest suitable airport.

NOTE
The hydraulic B pump may be used for approach/landing if the
HYD 2 HI TEMP caution message is extinguished.
———— END ————

F. HYD 3 HI TEMP (Caution)

Indication: HYD 3 HI TEMP caution message on.
CAS Desc.: System #3 hydraulic fluid temperature is hot (≥ 96 °C)
(1) HYDRAULIC pump switch 3B .................................. ON • HYD PUMP 3B ON status
message on.
(2) HYDRAULIC pump switch 3A .................................OFF • HYD PUMP 3A OFF status
message on.
If 3A and 3B were both operating when the message appeared, attempt to isolate the
pump causing the high temperature by switching one pump to ON and the other to OFF,
in turn.
(3) System No. 3 temperature ................................. Monitor
Temperature is less than 107 °C:
Yes
(4) Affected HYDRAULIC pump................. Leave OFF • HYD PUMP 3A (3B) OFF
status message on.
− END −
No
Temperature is greater than 107 °C but less than 125 °C:
Yes
(4) Land at the nearest suitable airport.
If both 3A and 3B pumps are selected OFF, the possibility exists that they and the
RAT pump, may not restart at an altitude of 15,000 or greater, when selected on.
(5) HYDRAULIC pump
switches 3A & 3B.............................................OFF • HYD PUMP 3A (3B) OFF
status message on.
NOTE
A HYD 3 LO PRESS caution message will come on when
system pressure depletes to less than 1800 psi.
(6) System No. 3 temperature.......................... monitor
t

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−11
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

F. HYD 3 HI TEMP (Caution) (Cont’d)

(7) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems
• Normal operation of main and nose landing gear is not available;
• Nose wheel steering is inoperative;
• Inboard brakes and emergency park brake have accumulator pressure only;
• Inboard ground spoilers are inoperative.
Prior to landing:
(8) HYDRAULIC pumps 3A & 3B.............. ON / AUTO • HYD PUMP 3A (3B) OFF
status message out.
− END −
No

Temperature is greater than 125 °C:

(4) Land at the nearest suitable airport.
(5) HYDRAULIC pump
switches 3A and 3B .................................................OFF • HYD PUMP 3A OFF and
HYD PUMP 3B OFF status
messages on.
NOTE
A HYD 3 LO PRESS caution message will come on when
system pressure depletes to less than 1800 psi.
(6) HYDRAULIC page and
FLIGHT CONTROLS page................................. Review affected systems.
• Normal operation of main and nose landing gear is not available;
• Nose wheel steering is inoperative;
• Inboard brakes and emergency park brake have accumulator pressure only;
• Inboard ground spoilers are inoperative.
Prior to landing:

CAUTION
Failure to select NOSE STEER OFF could result in an
uncommanded nose wheel steering deflection after touchdown
with the possibility of runway excursion.
(7) Inboard brake pressure ...................................... Monitor
(8) NOSE STEER switch ..............................................OFF • NOSE STEER OFF status
message on.
(9) Approach speed ........................................VREF (Flaps 30°)
t

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−12 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

F. HYD 3 HI TEMP (Caution) (Cont’d)

(10) Actual landing distance .................................... Increase as applicable by factor given:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
At and Below 35,652 kg (78,600 lb) MLW
1.91 (91%) 1.70 (70%)
Above 35,652 kg (78,600 lb) MLW
2.07 (107%) 1.75 (75%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

(11) Manual Landing Gear Extension

Procedure .................................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − LANDING GEAR, WHEEL AND
BRAKE SYSTEM.
A slow steady brake application is recommended upon landing. Do not cycle the brakes
under this condition. At least 6 brake applications are available when on brake
accumulator pressure.
Anticipate the loss of inboard brakes, when hydraulic system No. 3 brake accumulator
depressurizes.
———— END ————

REV 97, Jul 31, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−13
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

G. L (R) HYD SOV FAIL (Caution)

Indication: L (R) HYD SOV FAIL caution message on.
CAS Desc.: Left and/or right firewall SOV has failed open.
(1) HYDRAULIC system page ................................. Monitor quantity/temperature/pressure

CAUTION
The HYD SOV should not be selected CLOSED with the engine
running unless the HYD 1 HI TEMP or HYD 2 HI TEMP caution
messages are also displayed.
If required:
(2) Affected HYD SOV switch ............................... CLOSED
———— END ————

H. HYD RAT PUMP FAIL (Caution)

Indication: HYD RAT PUMP FAIL caution message on.
CAS Desc.: RAT pump producing less than 1800 psi when required.
(1) APU ........................................................................ Start
(2) Hydraulic pump 3B ................................................... ON • HYD PUMP 3B ON status
message on.
(3) Airspeed .................................................... Not less than
155 KIAS
Maintaining aircraft speed greater than 155 KIAS and engines windmilling, will allow
EDP 1A and 2A to produce limited flow and pressure, for hydraulic system 1 and 2
operation.
———— END ————

I. HYD 1 (2) (3) LO QTY (Caution)

Indication: HYD 1 (2) (3) LO QTY caution message on.
CAS Desc.: Affected system requires replenishment.
(1) Affected Hydraulic quantity and
pressure ............................................................. Monitor
Affected HYD LO Press (Caution) illuminates:
Yes
(2) Affected HYD LO PRESS
procedure ............................................... Complete
− END −
t

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−14 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

I. HYD 1 (2) (3) LO QTY (Caution) (Cont’d)

No
(2) Affected hydraulic quantity and
pressure ............................................................. Monitor
———— END ————

J. HYD 3 OVERFILLED (Caution)

Indication: HYD 3 OVERFILLED caution message on.
CAS Desc.: System 3 quantity >70% with system pressurized on the ground
(1) Hydraulic 3 Quantity ........................................... Service
———— END ————

K. HYD EDP 1A (2A) FAIL (Advisory)

Indication: HYD EDP 1A (2A) FAIL advisory message on.
CAS Desc.: Affected EDP producing less than 1800 psi.
(1) System pressure and
fluid quantity .........................................................Check
Hydraulic pressure and quantity normal:
Yes
(2) No further action required.
− END −
No
Fluid quantity greater than 4%:
Yes
(2) No further action required.
− END −
No
(2) Associated HYDRAULIC pump
switch 1B or 2B .......................................................OFF • HYD PUMP 1B (2B) OFF
status message on.
The engine-driven pump (EDP) is operating without hydraulic fluid, log length of time that
EDP 1A (2A) has been running dry.
———— END ————

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−15
NON-NORMAL PROCEDURES
HYDRAULIC POWER

1. HYDRAULIC SYSTEM FAILURES (CONT'D)

L. HYD PUMP 3A FAIL (Advisory)

Indication: HYD PUMP 3A FAIL advisory message on.
CAS Desc.: Pump 3A producing less than 1800 psi.
(1) HYDRAULIC pump switch 3A .................................OFF • HYD PUMP 3A OFF status
message on.
(2) HYDRAULIC pump switch 3B .................................. ON • HYD PUMP 3B ON status
message on.
(3) System No. 3 pressure and
quantity ............................................................... Monitor
———— END ————

M. HYD PUMP 1B (2B) (3B) FAIL (Advisory)

Indication: HYD PUMP 1B (2B) (3B) FAIL advisory message on.
CAS Desc.: Hydraulic pump 1B (2B) (3B) producing less than 1800 psi.
(1) Affected HYDRAULIC pump
switch ....................................................................... ON • HYD PUMP 1B (2B) (3B)
ON status message on.
(2) System pressure and quantity ..............................Check
HYD PUMP 1B (2B) (3B) advisory message persists:
Yes
(3) Affected HYDRAULIC pump
switch...............................................................OFF • HYD PUMP 1B (2B) (3B)
OFF status message on.
− END −
No
(3) No further action required.
———— END ————

2. DOUBLE HYDRAULIC SYSTEM FAILURES

A. HYD 1 LO PRESS and HYD 2 LO PRESS (Caution)
Indication: HYD 1 LO PRESS and HYD 2 LO PRESS caution message on.
CAS Desc.: System No.1 and No.2 fluid pressure is low (<1800 psi).
(1) HYDRAULIC pump switches (all) ............................. ON • HYD PUMP 1B ON,
HYD PUMP 2B ON, and
HYD PUMP 3B ON status
messages on.
(2) System No. 1 and 2 pressure and
fluid quantity .........................................................Check

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−16 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

A. HYD 1 LO PRESS and HYD 2 LO PRESS (Caution) (Cont’d)
Systems 1 and 2 pressures are less than 1800 psi:
Yes
(3) Land at the nearest suitable airport.
(4) HYDRAULIC pump
switches 1B and 2B .........................................OFF to prevent pump overheat.
• HYD PUMP 1B OFF, and
HYD PUMP 2B OFF status
messages on.
The engine-driven pumps (EDP’s 1A and 2A) are operating without hydraulic fluid.
Log length of time that EDP 1A and 2A have been running dry.
(5) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems.
• Left and right thrust reversers are inoperative;
• Main landing gear retraction actuators are inoperative;
• Outboard brakes have accumulator pressure only;
• All multi-function spoilers are inoperative;
• Outboard ground spoilers are inoperative.
Prior to landing:
(6) Approach speed .............................VREF (Flaps 30°) +
10 KIAS minimum.
(7) Actual landing distance........................... Increased as applicable by factor given
below:
WITHOUT THRUST REVERSERS
At and Below 35,652 kg (78,600 lb) MLW
2.67 (167%)
Above 35,652 kg (78,600 lb) MLW
3.03 (203%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−17
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

A. HYD 1 LO PRESS and HYD 2 LO PRESS (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Anticipate the loss of outboard brakes, when hydraulic system No. 2 brake
accumulator depressurizes.
A slow steady brake application is recommended upon landing.
Do not cycle the brakes.
Select the longest runway available with minimal crosswind and turbulence.
Rudder control is adequate for normal flight and should be used in coordination with
aileron, if necessary, during turns.
− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−18 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

B. HYD 2 LO PRESS and HYD 3 LO PRESS (Caution)

Indication: HYD 2 LO PRESS and HYD 3 LO PRESS caution message on.
CAS Desc.: System No. 2 and No. 3 fluid pressure is low (<1800 psi).
(1) HYDRAULIC pump switches (all) ............................. ON • HYD PUMP 1B ON,
HYD PUMP 2B ON, and
HYD PUMP 3B ON status
messages on.
(2) System No. 2 and 3 pressure and
fluid quantity .........................................................Check
Systems 2 and 3 pressures are less than 1800 psi:
Yes
(3) Land at the nearest suitable airport with minimum crosswind and turbulence.
(4) HYDRAULIC pump
switches 2B, 3A and 3B...................................OFF to prevent pump overheat.
• HYD PUMP 2B OFF,
HYD PUMP 3A OFF and
HYD PUMP 3B OFF status
messages on.
The engine-driven pump (EDP 2A) is operating without hydraulic fluid.
Log length of time that EDP 2A has been running dry.
(5) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems. The RH
aileron will upfloat, utilize
aileron trim as required to
compensate.
• Right elevator, right aileron, multi-function spoilers 2 and 3, and inboard ground
spoilers are inoperative;
• Right thrust reverser is inoperative;
• Normal operation of main and nose landing gear is not available;
• Nose wheel steering is inoperative;
• Inboard and outboard brakes and emergency park brake have accumulator
pressure only.
Prior to landing:

CAUTION
Failure to select NOSE STEER OFF could result in an
uncommanded nose wheel steering deflection after
touchdown with the possibility of runway excursion.
(6) SLAT / FLAP.................................................... IN/0 to facilitate free-fall landing
gear extension
t

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−19
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

B. HYD 2 LO PRESS and HYD 3 LO PRESS (Caution) (Cont’d)

• Reconfigure slat / flap for landing after landing gear extension.
(7) Approach speed ................................VREF (Flaps 30°)
+ 10 KIAS minimum
(8) NOSE STEER .................................................OFF
(9) Actual landing distance............................. Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
2.55 (155%) 2.35 (135%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−20 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

B. HYD 2 LO PRESS and HYD 3 LO PRESS (Caution) (Cont’d)

CAUTION
Anticipate the loss of the inboard and outboard brakes,
when hydraulic systems No. 2 and No. 3 brake
accumulators depressurize.
A slow steady brake application is recommended upon
landing.
Do not cycle the brakes under this condition.
Do not attempt taxi, if hydraulic systems No. 2 and No. 3
brake accumulators are depressurized.
Flight path control is limited (due to right elevator inoperative) with No. 2 and No. 3
hydraulic systems failed.
Select the longest runway available with minimal crosswind and turbulence.
(10) Manual Landing Gear
Extension Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − LANDING GEAR, WHEEL
AND BRAKE SYSTEM.
− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
Rudder control is adequate for normal flight and should be used in coordination with
aileron, if necessary, during turns.
Unless it is possible to restore use of No. 2 hydraulic system, landing gear extension
relies upon gear free fall after use of gear manual extension control (LANDING GEAR
MANUAL RELEASE)
Upon landing:
An asymmetric thrust condition will exist, with the right thrust reverse not operating.
Rudder control assistance (on ground) at high speed, will be required to maintain
directional control, with only one thrust reverser operating.
———— END ————

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−21
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

C. HYD 1 LO PRESS and HYD 3 LO PRESS (Caution)

Indication: HYD 1 LO PRESS and HYD 3 LO PRESS caution message on.
CAS Desc.: System No. 1 and No. 3 fluid pressure is low (<1800 psi).
(1) HYDRAULIC pump switches (all) ............................. ON • HYD PUMP 1B ON,
HYD PUMP 2B ON, and
HYD PUMP 3B ON status
messages on.
(2) System No. 1 and 3 pressure and
fluid quantity .........................................................Check
System No. 1 and 3 pressures are less than 1800 psi:
Yes
(3) Land at the nearest suitable airport with minimum crosswind and turbulence.
(4) HYDRAULIC pump
switches 1B, 3A and 3B...................................OFF to prevent pump overheat.
• HYD PUMP 1B OFF,
HYD PUMP 3A OFF and
HYD PUMP 3B OFF status
messages on.
The engine-driven pump (EDP 1A) is operating without hydraulic fluid.
Log length of time that EDP 1A has been running dry.
(5) HYDRAULIC page and
FLIGHT CONTROLS page......................... Review affected systems. The LH
aileron will upfloat, utilize
aileron trim as required to
compensate.
• Left elevator, left aileron, ground spoilers and multi-function spoilers 1 and 4 are
inoperative;
• Left thrust reverser is inoperative;
• Normal operation of main and nose landing gear is not available;
• Nose wheel steering is inoperative;
• Inboard brakes and emergency park brake have accumulator pressure only.
Prior to landing:

CAUTION
Failure to select NOSE STEER OFF could result in an
uncommanded nose wheel steering deflection after
touchdown with the possibility of runway excursion.
(6) Approach speed ................................VREF (Flaps 30°)
+ 10 KIAS minimum.
t

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−22 CSP 700−6
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

C. HYD 1 LO PRESS and HYD 3 LO PRESS (Caution) (Cont’d)

(7) NOSE STEER .................................................OFF
(8) Actual landing distance............................. Increase as applicable by factors given
below:
WITHOUT THRUST REVERSERS WITH ONE THRUST REVERSER
At and Below 35,652 kg (78,600 lb) MLW
2.56 (156%) 2.30 (130%)
Above 35,652 kg (78,600 lb) MLW
2.82 (182%) 2.40 (140%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−12−23
NON-NORMAL PROCEDURES
HYDRAULIC POWER

2. DOUBLE HYDRAULIC SYSTEM FAILURES (CONT'D)

C. HYD 1 LO PRESS and HYD 3 LO PRESS (Caution) (Cont’d)

CAUTION
Anticipate the loss of inboard and park/emer brakes, when
hydraulic system No. 3 brake accumulator depressurizes.
A slow steady brake application is recommended upon
landing.
Do not cycle the brakes under this condition.
(9) Manual Landing Gear
Extension Procedure ........................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − LANDING GEAR, WHEEL
AND BRAKE SYSTEM.
Flight path control is limited (due to the left elevator inoperative) with No. 1 and 3
hydraulic systems failed.
Select the longest runway available with minimal crosswind and turbulence.
Rudder control is adequate for normal flight and should be used in coordination with
aileron, if necessary, during turns.
− END −
No
(3) Hydraulic pressure and
fluid quantity ....................................................... Monitor
Upon landing:
Rudder control assistance (on ground) at high speed, will be required to maintain
directional control, with only one thrust reverser operating.
An asymmetric thrust condition will exist, when using the thrust reverser system, with the
left thrust reverser inoperative.
Anticipate the loss of inboard brakes, when hydraulic system No. 3 brake accumulator
depressurizes.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−12−24 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

1. ICE ACCUMULATION
A. Ice Dispersal
(1) Airspeed ........................................................... Increase to VMO/MMO, if possible to
disperse ice.

CAUTION
Even small accumulations of ice on the wing leading edge can change
the stall speed or stall characteristics or the warning margins provided
by the stall protection system.
Ice accumulation persists:
Yes
(2) EMS CDU .......................................... Select CNTL SWITCH CONTROL Page 1
displayed.
(3) STALL WARN ADVANCE .............................. REV
(4) Maneuvering airspeed ....................... Not less than
200 KIAS.
Prior to landing:
(5) Approach speed ................................VREF (Flaps 30°)
+ 20 KIAS
(6) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−13−1
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

1. ICE ACCUMULATION (CONT'D)

A. Ice Dispersal (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

CAUTION
Do not prolong the landing flare.
− END −
No
(2) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−2 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE

A. ICE (Caution)
Indication: ICE caution message on.
CAS Desc.: Icing detected with at least one of the anti-ice systems off.
(1) WING switch............................................................. ON • WING A / ICE ON status
message on.
(2) L COWL and R COWL switches .............................. ON • L−R COWL A / ICE ON
status message on.
NOTE
Selection of wing and cowl anti−icing systems to ON above 30,000 feet
may cause significant engine bleed flow extraction for a short time
period. Monitor engine ITT.
ICE caution message persists:
Yes
(3) Leave icing conditions.
− END −
No
(3) No further action required.
———— END ————

B. ICE (Advisory)
Indication: ICE advisory message on
CAS Desc.: Icing detected with wing and cowl anti-icing systems operating.
———— END ————

C. L (R) COWL A/ICE FAIL (Caution)

Indication: L (R) COWL A/ICE FAIL caution message on.
CAS Desc.: Affected cowl valve not in commanded position.
Cowl anti-ice was commanded on:
(1) Affected COWL switch ............................................OFF • Affected COWL A/ICE ON
status message out.
Cowl anti-ice on the affected side is inoperative.
(2) Leave icing conditions.
———— END ————

D. L (R) COWL A / ICE FAULT (Advisory)

Indication: L (R) COWL A/ICE FAULT advisory message on.
CAS Desc.: Loss of redundancy within cowl anti-ice system.
———— END ————

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 05−13−3
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

E. L (R) WING A/ICE FAIL (Caution)

Indication: L (R) WING A/ICE FAIL caution message on.
CAS Desc.: Affected wing valve not in the commanded position.
Below 800 feet on approach
Yes
(1) A normal approach and landing can be accomplished.

Effectivity:
• Airplanes 9002 thru 9175 not incorporating Service Bulletin:
• SB 700−27−048, Stall Protection System − Software Upgrade of the Stall
Protection Computer.
(1) Approach speed ................................VREF (Flaps 30°)
+ 20 KIAS
(2) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−4 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

E. L (R) WING A/ICE FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction
of Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(1) WING ANTI-ICE switch ..........................................OFF
(2) WING XBLEED switch ......................... Select operative
side • WING XFEED FROM L (R)
status message on.
(3) WING ANTI-ICE switch ........................................... ON • WING A/ICE ON status
message on.
t

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NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

E. L (R) WING A/ICE FAIL (Caution) (Cont’d)

L (R) WING A/ICE FAIL caution message persists:
Yes
(4) Leave icing conditions.
(5) WING ANTI-ICE switch ..................................OFF
Icing conditions are detected or ice present on wing leading edge:
Yes
(6) EMS CDU ...................................Select CNTL SWITCH CONTROL page 1
displayed.
(7) STALL WARN
ADVANCE ...............................................REV
Prior to landing:
(8) Approach speed.........................VREF (Flaps 30°)
+ 20 KIAS
(9) Actual landing distance..................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−6 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

E. L (R) WING A/ICE FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System −
Introduction of Wheel Speed Transducer Part No. 140−209−4
(GW415−1050−9)

− END −
No
(6) No further action required.
− END −
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REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
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NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

E. L (R) WING A/ICE FAIL (Caution) (Cont’d)

No
(4) No further action required.

Effectivity:
• Airplanes 9002 thru 9174 not incorporating Service Bulletin:
• SB 700−31−025 Modification, Integrated Avionics Computer (IAC) System −
Batch 2+ IAC Upgrade.

NOTE
FMS AFM TO/LDG mode is prohibited with either WING
XBLEED FROM L or WING XBLEED FROM R status
message.

———— END ————

F. WING A/ICE LO HEAT (Caution)

Indication: WING A/ICE LO HEAT caution message on.
CAS Desc.: Low temperature detected on affected wing.
Below 800 feet on approach
Yes
(1) A normal approach and landing can be accomplished.

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−8 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

F. WING A/ICE LO HEAT (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction
of Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(1) Affected wing ...................................................... Identify using BLEED / ANTI-ICE
synoptic page.
(2) Affected engine thrust ...................................... Increase to maximize bleed pressure.
WING A/ICE LO HEAT caution message persists:
Yes
(3) Leave icing conditions.
(4) WING switch....................................................OFF
t

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−13−9
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

F. WING A/ICE LO HEAT (Caution) (Cont’d)

Icing conditions are detected or ice present on wing leading edge:
Yes
(5) EMS CDU ...................................Select CNTL SWITCH CONTROL Page 1
displayed.
(6) STALL WARN
ADVANCE ...............................................REV
Prior to landing:
(7) Approach speed.........................VREF (Flaps 30°)
+ 20 KIAS
(8) Actual landing distance..................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−10 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

F. WING A/ICE LO HEAT (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System −
Introduction of Wheel Speed Transducer Part No. 140−209−4
(GW415−1050−9)

− END −
No
(3) No further action required.
———— END ————

G. WING A / ICE FAULT (Advisory)

Indication: WING A / ICE FAULT advisory message on.
CAS Desc.: Loss of redundancy.
———— END ————

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 05−13−11
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

H. WING A/ICE SENSOR (Advisory)

Indication: WING A/ICE SENSOR advisory message on.
CAS Desc.: Both outboard sensor elements failed on left and right wing.
Below 800 feet on approach
Yes
(1) A normal approach and landing can be accomplished.

Effectivity:
• Airplanes 9002 thru 9175 not incorporating Service Bulletin:
• SB 700−27−048, Stall Protection System − Software Upgrade of the Stall
Protection Computer.
(1) Approach speed ................................VREF (Flaps 30°)
+ 20 KIAS
(2) Actual landing distance............................. Increase as applicable by the factor
given below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−12 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

H. WING A/ICE SENSOR (Advisory) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction
of Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(1) Avoid icing conditions.
Icing conditions are detected or ice present on wing leading edge:
Yes
(2) EMS CDU .......................................... Select CNTL SWITCH CONTROL page 1
displayed.
(3) STALL WARN ADVANCE .............................. REV
Prior to landing:
(4) Approach speed ................................VREF (Flaps 30°)
+ 20 KIAS
t

REV 84, May 11, 2015 Flight Crew Operating Manual Volume 1
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NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

2. COWL AND WING ANTI-ICE (CONT'D)

H. WING A/ICE SENSOR (Advisory) (Cont’d)

(5) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.55 (55%) 1.50 (50%)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

− END −
No
(2) No further action required.
———— END ————

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−13−14 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

3. ICE DETECTOR SYSTEM

A. ICE DETECTOR FAIL (Caution)
Indication: ICE DETECTOR FAIL caution message on.
CAS Desc.: Both ice detectors inoperative. Auto activation of anti-icing is inoperative.
During icing conditions, or when icing conditions are anticipated:
Yes
(1) WING ANTI-ICE ............................................... ON • WING A / ICE ON status
message on.
(2) L COWL and
R COWL ANTI-ICE........................................... ON • L−R COWL A / ICE ON
status message on.
− END −
No
(1) No further action required.
———— END ————

B. ICE DETECTOR FAULT (Advisory)

Indication: ICE DETECTOR FAULT advisory message on.
CAS Desc.: Loss of one ice detector.
During icing conditions, or when icing conditions are anticipated:
Yes
(1) WING ANTI-ICE ............................................... ON • WING A / ICE ON status
message on.
(2) L COWL and
R COWL ANTI-ICE........................................... ON • L−R COWL A / ICE ON
status message on.
− END −
No
(1) No further action required.
———— END ————

4. HEATER CURRENT / BRAKE TEMP MONITOR

A. L (R) AOA HEAT FAIL (Caution)
Indication: L (R) AOA HEAT FAIL caution message on.
CAS Desc.: Affected AOA heater inoperative.
(1) Avoid icing conditions.
———— END ————

REV 88, May 04, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 05−13−15
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

4. HEATER CURRENT / BRAKE TEMP MONITOR (CONT'D)

B. PITOT 1 (2) (3) HT FAIL (Caution)

Indication: PITOT 1 (2) (3) HT FAIL caution message on.
CAS Desc.: Affected pitot static heater failed
PITOT 1 HT FAIL
Consider ADC 1 inoperative.
(1) Pilot’s ADC reversion switch ................................ Select alternate ADC.
Pilot’s side − normal supply from ADC 1, then ADC 3, then ADC 2.
PITOT 2 HT FAIL
Consider ADC 2 inoperative.
(1) Copilot’s ADC reversion switch ............................ Select alternate ADC
Copilot’s side − normal supply from ADC 2, then ADC 3, then ADC 1.
PITOT 3 HT FAIL
Consider ADC 3 inoperative.
Use ADC 1 and ADC 2 as active sources.
———— END ————

C. STBY PITOT HT FAIL (Caution)

Indication: STBY PITOT HT FAIL caution message on.
CAS Desc.: Standby pitot heater failed.
Integrated standby instrument is inoperative.
Stick pusher is inoperative.

On airplanes 9002 thru 9158:

Standby instruments and Mach transducer are inoperative.
Stick pusher is inoperative.

———— END ————

D. TAT HT 1 (2) (3) FAIL (Advisory)

Indication: TAT HT 1 (2) (3) FAIL advisory message on.
CAS Desc.: Affected TAT heater failed.
(1) Applicable ADC switch ......................................... Select alternate ADC as required.
The autopilot will not engage if selected to an ADC with a failed TAT heater.
———— END ————

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
05−13−16 CSP 700−6
NON-NORMAL PROCEDURES
ICE AND RAIN PROTECTION

4. HEATER CURRENT / BRAKE TEMP MONITOR (CONT'D)

E. YD HT 1 (2) FAIL (Advisory)

Indication: YD HT 1 (2) FAIL advisory message on.
CAS Desc.: System is not heating unused yaw damper.
Consider affected heater inoperative.
(1) No further action required if unaffected yaw damper is in use.
(2) Do not transfer to the unheated yaw damper.
———— END ————

F. L (R) PROBE MON FAIL (Advisory)

Indication: L (R) PROBE MON FAIL advisory message on.
CAS Desc.: Affected probe / YD heater monitor has failed.
(1) Monitor probe / yaw damper heaters for abnormal systems operation
L PROBE MON FAIL − PS 1, PS 3, AOA 1, TAT 1, TAT 3 and YD 1.
R PROBE MON FAIL − PS 2, AOA 2, TAT 2, YD 2 and PS STBY.
(2) Brake Temperature Monitoring System on the affected side is inoperative.
(3) Avoid icing conditions.
———— END ————

5. WINDSHIELD / WINDOWS
A. L (R) WINDOW HEAT FAIL (Caution)
Indication: L (R) WINDOW HEAT FAIL caution message on.
CAS Desc.: Applicable controller inoperative.
(1) Applicable WINDSHIELD switch ..............OFF / RESET • L (R) WSHLD HEAT OFF
status message on then
out.
(2) Applicable WINDSHIELD switch .............................. ON
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5. WINDSHIELD / WINDOWS (CONT'D)

A. L (R) WINDOW HEAT FAIL (Caution) (Cont’d)
L (R) WINDOW HEAT FAIL caution message persists:
Yes
(3) Applicable WINDSHIELD
switch................................................OFF / RESET • L (R) WSHLD HEAT OFF
status message on then
out.
(4) Applicable circuit breaker ............................... OUT
• L WINDOW HEAT ...........................CCBP F11
• R WINDOW HEAT............................ CCBP B2
(5) Applicable WINDSHIELD
switch................................................................ ON
NOTE
The CAS message will remain posted but the unaffected panel will
remain heated.
(6) Avoid icing conditions.
− END −
No
(3) No further action required.
———— END ————

B. L (R) WSHLD HEAT FAIL (Caution)

Indication: L (R) WSHLD HEAT FAIL caution message on.
CAS Desc.: Applicable controller inoperative.
(1) Applicable WINDSHIELD switch ..............OFF / RESET • L (R) WSHLD HEAT OFF
status message on then
out.
(2) Applicable WINDSHIELD switch .............................. ON
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NON-NORMAL PROCEDURES
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5. WINDSHIELD / WINDOWS (CONT'D)

B. L (R) WSHLD HEAT FAIL (Caution) (Cont’d)

L (R) WSHLD HEAT FAIL caution message persists:
Yes
(3) Applicable WINDSHIELD
switch................................................OFF / RESET • L (R) WSHLD HEAT OFF
status message on then
out.
(4) Applicable circuit breaker ............................... OUT
• L WSHLD HEAT 1&2.............. CCBP H10 & 11
• R WSHLD HEAT 1&2 ................. CCBP D5 & 6
(5) Applicable WINDSHIELD
switch................................................................ ON
NOTE
The CAS message will remain posted but the unaffected panel will
remain heated.
(6) Avoid icing conditions.
− END −
No
(3) No further action required.
———— END ————

C. Windshield or Window Damage

If Only the Outer Face Ply is Shattered/Cracked, or Only Arcing is Evident:
Yes
(1) Affected WINDSHIELD
switch................................................OFF / RESET • L (R) WSHLD HEAT OFF
status message on.
(2) Avoid icing conditions.
− END −
No
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NON-NORMAL PROCEDURES
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5. WINDSHIELD / WINDOWS (CONT'D)

C. Windshield or Window Damage (Cont’d)

Main Ply Cracked:
(1) Affected WINDSHIELD switch..................OFF / RESET • L (R) WSHLD HEAT OFF
status message on.
(2) Avoid icing conditions.
(3) Altitude .............................................Descend to 23,000
feet or below
Reduce cabin differential pressure:
(4) PRESSURIZATION AUTO/MAN ............................ MAN
(5) PRESSURIZATION MAN ALT .................................. UP to 8,000 feet / ΔP 5.2 MAX
During descent for approach:
(6) PRESSURIZATION AUTO/MAN .......................... AUTO monitor to ensure ΔP is 5.2
PSID or less.

CAUTION
Due to bird strike hazard, below 8,000 feet, limit speed to 250 KIAS
maximum.
———— END ————

Volume 1 Flight Crew Operating Manual REV 88, May 04, 2016
05−13−20 CSP 700−6
NON-NORMAL PROCEDURES
INSTRUMENTS SYSTEM

1. AIR DATA COMPUTER

A. Suspected Pitot / Static Probe Contamination
Indication: Discrepant air data indications. Possible probe heater failures.
(1) Affected probe / ADC .................................... Determine
Cross check airspeed and altitude indications on the PFDs and the standby instruments
(i.e., between ADCs 1, 2, and 3 and the standby instruments) to identify discrepant
system.
ADC 1 affected:
Yes
(2) PFD 1 ADC reversion switch ....................... ADC 3
(3) Flight director CPL switch................ couple to PFD
displaying ADC 2
(4) Transponder .........................................................2
If required:
(5) Altitude preselector..................................... RESET
− END −
No
ADC 2 affected:
Yes
(2) PFD 2 ADC reversion switch ....................... ADC 3
(3) Flight director CPL switch................ couple to PFD
displaying ADC 1
(4) Transponder .........................................................1
If required:
(5) Altitude preselector..................................... RESET
− END −
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NON-NORMAL PROCEDURES
INSTRUMENTS SYSTEM

1. AIR DATA COMPUTER (CONT'D)

A. Suspected Pitot / Static Probe Contamination (Cont’d)
No
(2) Altitude preselector............................................. RESET
NOTE
1. Do not couple the FD to a PFD displaying ADC 3 unless ADC 1 and
2 have failed.
2. If two ADCs have failed, based upon the operative ADC, select the
transponder as follows:
1. ADC 1: Transponder 1
2. ADC 2: Transponder 2
3. ADC 3: Transponder 1.
NOTE
For aircraft equipped with Enhanced Surveillance Transponders,
ADC 3 does not provide Enhanced Surveillance parameters to
Transponder 1.
Transponder 1 always uses ADC 1 unless ADC 1 fails, then transponder 1 reverts to
ADC 3. Transponder 2 always uses ADC 2 unless ADC 2 fails, then transponder 2
mode C is invalid.
———— END ————

F. TAT 1 (2) (3) FAIL (Advisory) (Cont’d)

2. DATA ACQUISITION UNIT

A. DAU 1A−1B FAIL (Advisory)
Indication: DAU 1A−1B FAIL advisory message on.
CAS Desc.: Loss of communication with DAU, or DAU failed. EICAS will automatically
select an operative DAU channel.

NOTE
1. Left Thrust Reverser and DAU 1 are inoperative.

———— END ————

B. DAU 2A−2B FAIL (Advisory)

Indication: DAU 2A−2B FAIL advisory message on.
CAS Desc.: Loss of communication with DAU, or DAU failed. EICAS will automatically
select an operative DAU channel.

NOTE
1. Left Thrust Reverser and DAU 2 are inoperative.
2. Nuisance RUD LIMITER FAIL caution and
RUD AUTHORITY SAFE advisory messages may be displayed.

———— END ————

Volume 1 Flight Crew Operating Manual REV 80, Jun 03, 2014
05−14−8 CSP 700−6
NON-NORMAL PROCEDURES
INSTRUMENTS SYSTEM

2. DATA ACQUISITION UNIT (CONT'D)

C. DAU 3A−3B FAIL (Advisory)

Indication: DAU 3A−3B FAIL advisory message on.
CAS Desc.: Loss of communication with DAU, or DAU failed. EICAS will automatically
select an operative DAU channel.

NOTE
1. Right Thrust Reverser and DAU 3 are inoperative.
2. APU indications are lost. The APU should be shut down and not
used during flight.
3. Nuisance AUTOPRESS FAIL caution message may be displayed
momentarily.

———— END ————

D. DAU 4A−4B FAIL (Advisory)

Indication: DAU 4A−4B FAIL advisory message on.
CAS Desc.: Loss of communication with DAU, or DAU failed. EICAS will automatically
select an operative DAU channel.

NOTE
1. Right Thrust Reverser and DAU 4 are inoperative.
2. Avoid icing conditions.

———— END ————

3. ELECTRONIC FLIGHT INSTRUMENTS

A. PFD Failure
Indication: PFD blank, corresponding SG failed.
PILOT'S SIDE:
(1) PFD 1 reversion knob............................................ALTN
• PFD 1 on DU 2 (Pilot’s MFD).
COPILOT'S SIDE:
(1) PFD 2 reversion knob............................................ALTN
• PFD 2 on DU 5 (Copilot’s MFD).
———— END ————

B. PFD and MFD Failure

Indication: PFD and MFD blank, corresponding SG failed.
SG failures are indicated by a red X across the corresponding displays.
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INSTRUMENTS SYSTEM

3. ELECTRONIC FLIGHT INSTRUMENTS (CONT'D)

B. PFD and MFD Failure (Cont’d)

PILOT'S SIDE:
(1) SG 1 reversion knob..............................................ALTN
SG 1 NORM − SG 1 drives DU 1 and DU 2
SG 1 ALTN − SG 3 drives DU 1, DU 2, and DU 4, and
SG 2 drives DU 3, DU 5 and DU 6.
(2) Flight Director Data Source (CPL)............ Select copilot
(3) Transponder .................................................................2 to restore mode C and TCAS
COPILOT'S SIDE:
(1) SG 2 reversion knob..............................................ALTN
SG 2 NORM − SG 2 drives DU 5 and DU 6
SG 2 ALTN − SG 1 drives DU 1, DU 2, and DU 4, and
SG 3 drives DU 3, DU 5 and DU 6.
(2) Flight Director Data Source (CPL)................ Select pilot
(3) Transponder .................................................................1 to restore mode C and TCAS
———— END ————

On airplanes 9159 and subsequent:

C. SSEC Flag on the Integrated Standby Instrument
Indication: SSEC amber flap posted on the Intergrated Standby Instrument.
(1) Airspeed/altitude................................................. Correct
With slats IN, the position error is unchanged. Refer to the AFM Chapter 6; use the
basic Airspeed and Altitude Position Error Correction − Integrated Standby Instrument,
Figure 06−01−4.
With slats OUT, refer to the AFM Chapter 6; use the Airspeed Position Error Correction
− Integrated Standby Instrument with SSEC Flag , Figure 06−01−7 and Altitude
Position Error Correction − Integrated Standby Instrument with SSEC Flag,
Figure 06−01−8.
———— END ————

4. PFD COMPARISON MONITOR ANNUNCIATIONS

A. ALT
Indication: ALT flag displayed on PFD.
CAS Desc.: Altitude miscompare of ± 200 feet.
(1) PFD 1 and PFD 2 barometric
setting ...................................................................Check

Volume 1 Flight Crew Operating Manual REV 78, Nov 19, 2013
05−14−10 CSP 700−6
NON-NORMAL PROCEDURES
INSTRUMENTS SYSTEM

4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

A. ALT (Cont’d)
PFD 1 and PFD 2 have the same barometric setting:
Yes
(2) ADC 1 / ADC 2 / ADC 3 /
Standby Altitude ...................................... Compare to determine accurate ADC
source(s).
ADC 1 affected:
Yes
(3) PFD 1 ADC reversion
switch................................................... ADC 3
(4) Flight director CPL switch ........ couple to PFD
displaying ADC 2
(5) Transponder ................................................. 2
If required:
(6) Altitude preselector ............................. RESET
− END −
No
ADC 2 affected:
Yes
(3) PFD 2 ADC reversion
switch................................................... ADC 3
(4) Flight director CPL switch ........ couple to PFD
displaying ADC 1
(5) Transponder ................................................. 1
If required:
(6) Altitude preselector ............................. RESET
− END −
No
(3) Altitude preselector..................................... RESET
NOTE
1. Do not couple the FD to a PFD displaying ADC 3
unless ADC 1 and 2 have failed.
2. If two ADCs have failed, based upon the operative
ADC, select the transponder as follows:
1. ADC 1: Transponder 1
2. ADC 2: Transponder 2
3. ADC 3: Transponder 1.
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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

A. ALT (Cont’d)
Transponder 1 always uses ADC 1 unless ADC 1 fails, then transponder 1 reverts
to ADC 3. Transponder 2 always uses ADC 2 unless ADC 2 fails, then
transponder 2 mode C is invalid.
− END −
No
(2) PFD 1 and PFD 2 BARO SET .................................. Set to the same barometric
setting.
———— END ————

B. ATT
Indication: ATT flag displayed on PFD.
CAS Desc.: Pitch miscompare of ± 5° and roll miscompare of ± 6°.
(1) IRS 1 / IRS 2 / IRS 3 / Standby
attitude............................................................. Compare to determine accurate IRS
source(s).
(2) Applicable IRS reversion switch ........................... Select alternate IRS as required.
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
———— END ————

C. EICAS
Indication: EICAS flag displayed on PFD.
CAS Desc.: Engine data miscompare between the sensors (DAU) and the engine
parameters for more than 3 seconds.
(1) SG 3 reversion knob..............................................ALTN
EICAS message persists:
Yes
(2) SG 3 reversion knob.................................... NORM
(3) EICAS reversion knob ...................................ALTN
• EICAS ALTN1 − EICAS on DU 4 (SYSTEM display).
• EICAS ALTN2 − EICAS on DU 2 (pilot’s MFD).
• EICAS ALTN3 − EICAS on DU 5 (copilot’s MFD).
EICAS message persists:
Yes
(4) EICAS reversion knob ......................... NORM
(5) Engine instruments ............................. Monitor
− END −
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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

C. EICAS (Cont’d)
No
(2) No further action required.
———— END ————

D. FWC
Indication: FWC flag displayed on PFD.
CAS Desc.: CAS message miscompare for more than 7 seconds.
(1) SG 3 reversion knob..............................................ALTN
FWC message persists more than 7 seconds:
Yes
(2) SG 3 reversion knob.................................... NORM
(3) SG 1 reversion knob......................................ALTN
FWC message persists more than 7 seconds:
Yes
(4) SG 1 reversion knob ............................ NORM
(5) SG 2 reversion knob ..............................ALTN
FWC message persists more than 7 seconds:
Yes
(6) SG 2 reversion knob .................... NORM
(7) CAS
messages/synoptics ................... Monitor
− END −
No
(6) Flight Director Data
Source (CPL) ................................ Select pilot
− END −
No
(4) Flight Director Data Source
(CPL) ................................................ Select copilot
− END −
No
(2) No further action required.
———— END ————

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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

E. GS
Indication: GS flag displayed on PFD.
CAS Desc.: Glideslope miscompare of ± 0.24°.
(1) NAV 1 and NAV 2 tuning ......................................Check
NAV 1 and NAV 2 have the same frequency:
Yes
(2) Glideslope 1 and 2.................................. Disregard do not use glideslope
information.
− END −
No
(2) NAV 1 and NAV 2 tuning .......................................... Set to the same frequency.
———— END ————

F. HDG
Indication: HDG flag displayed on PFD.
CAS Desc.: Heading miscompare of ± 10°.
(1) IRS 1 / IRS 2 / IRS 3 / Standby
heading............................................................ Compare to determine accurate IRS
source(s).
(2) Applicable IRS reversion switch ........................... Select alternate IRS as required.
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
———— END ————

G. LOC
Indication: LOC flag displayed on PFD.
CAS Desc.: Localizer miscompare of ± ½ dot localizer deviation.
(1) NAV 1 and NAV 2 tuning ......................................Check
NAV 1 and NAV 2 have the same frequency:
Yes
(2) Localizer 1 and 2 .................................... Disregard do not use localizer
information.
− END −
No
(2) NAV 1 and NAV 2 tuning .......................................... Set to the same frequency.
———— END ————

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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

H. IAS
Indication: IAS flag displayed on PFD.
CAS Desc.: Airspeed miscompare of ± 20 knots.
(1) ADC 1 / ADC 2 / ADC 3 / Standby
airspeed........................................................... Compare to determine accurate ADC
source(s).
ADC 1 affected:
Yes
(2) PFD 1 ADC reversion switch ....................... ADC 3
(3) Flight director CPL switch................ couple to PFD
displaying ADC 2
(4) Transponder .........................................................2
If required:
(5) Altitude preselector..................................... RESET
− END −
No
ADC 2 affected:
Yes
(2) PFD 2 ADC reversion switch ....................... ADC 3
(3) Flight director CPL switch................ couple to PFD
displaying ADC 1
(4) Transponder .........................................................1
If required:
(5) Altitude preselector..................................... RESET
− END −
No
(2) Altitude preselector............................................. RESET
NOTE
1. Do not couple the FD to a PFD displaying ADC 3 unless
ADC 1 has failed.
2. If two ADCs have failed, based upon the operative ADC,
select the transponder as follows:
1. ADC 1: Transponder 1
2. ADC 2: Transponder 2
3. ADC 3: Transponder 1
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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

H. IAS (Cont’d)
Transponder 1 always uses ADC 1 unless ADC 1 fails, then transponder 1 reverts to
ADC 3. Transponder 2 always uses ADC 2 unless ADC 2 fails, then transponder 2
mode C is invalid.
———— END ————

I. PIT
Indication: PIT flag displayed on PFD.
CAS Desc.: Pitch miscompare of ± 5°.
(1) IRS 1 / IRS 2 / IRS 3 / Standby
attitude............................................................. Compare to determine accurate IRS
source(s).
(2) Applicable IRS reversion switch ........................... Select alternate IRS as required.
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
———— END ————

J. RAD
Indication: RAD flag displayed on PFD.
CAS Desc.: Radar altimeter miscompare. Threshold varies based on current radio
altitude height and is reduced as aircraft descends.
(1) Radio Altimeter ................................................ Compare to determine accurate source
Accurate RAD ALT determined:
Yes
(2) Affected RAD ALT circuit
breaker ........................................................... OUT
(3) Flight Director CPL ....................................... Select PFD with operative radio
altimeter.
Prior to Landing:
(4) BARO MINIMUMS........................................... SET if minimums required
(5) Autothrottle ............................................Disengage before selecting landing gear
Down.
− END −
No
(2) RAD ALT 1 and RAD ALT 2 circuit
breakers ................................................................. OUT
Prior to Landing:
(3) BARO MINIMUMS................................................... SET if minimums required
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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

J. RAD (Cont’d)
(4) Autothrottle ....................................................Disengage before selecting landing gear
Down.
(5) Actual landing distance .................................... Increase as appropriate by applicable
factor given below.
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.44 (44%) 1.41 (41%)

NOTE
GPWS SYSTEMS FAIL advisory and TCAS FAIL status messages will
be displayed.
Anticipate delay in spoiler deployment in GLD mode after touchdown
until weight on wheels is achieved.

———— END ————

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4. PFD COMPARISON MONITOR ANNUNCIATIONS (CONT'D)

K. ROL
Indication: ROL flag displayed on PFD.
CAS Desc.: Roll miscompare of ± 6°.
(1) IRS 1 / IRS 2 / IRS 3 / Standby
attitude............................................................. Compare to determine accurate IRS
source(s).
(2) Applicable IRS reversion switch ........................... Select alternate IRS as required.
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
———— END ————

5. INTEGRATED AVIONICS COMPUTER

A. ASCB FAIL (Caution)
Indication: ASCB FAIL caution message on.
CAS Desc.: Loss of communication with all three bus controllers.
Loss of all three ASCB controllers will result in a major loss of sensor data (air data and
attitude).
(1) Fly airplane manually.
(2) Utilize standby instruments.
(3) Land at the nearest suitable airport.
———— END ————

B. CHECK DU 1 (2) (3) (4) (5) (6) (Caution)

Indication: CHECK DU 1 (2) (3) (4) (5) (6) caution message on.
CAS Desc.: Missing or misleading data on affected DU.
CHECK DU 1:
(1) PFD 1 reversion knob............................................ALTN
• PFD ALTN − PFD1 displayed on DU 2 (pilot’s MFD).
CHECK DU 2:
(1) No further action required.
CHECK DU 3:
(1) EICAS reversion knob ...........................................ALTN
• EICAS ALTN 1 − EICAS on DU 4 (SYSTEM display)
• EICAS ALTN 2 − EICAS on DU 2 (pilot’s MFD)
• EICAS ALTN 3 − EICAS on DU 5 (copilot’s MFD).
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5. INTEGRATED AVIONICS COMPUTER (CONT'D)

B. CHECK DU 1 (2) (3) (4) (5) (6) (Caution) (Cont’d)

CHECK DU 4:
(1) EICAS control panel, SYSTEMS
SELECT switch ..................................... AS REQUIRED
• NORM − SYSTEMS on DU 4 (SYSTEM display).
• MFD 1 − SYSTEMS on DU 2 (pilot’s MFD)
• MFD 2 − SYSTEMS on DU 5 (copilot’s MFD).
CHECK DU 5:
(1) No further action required.
CHECK DU 6:
(1) PFD 2 reversion knob............................................ALTN
• PFD ALTN − PFD 2 on DU 5 (copilot’s MFD).
———— END ————

C. DISP CTLRS FAIL (Caution)

Indication: DISP CTRLS FAIL caution message on.
CAS Desc.: Loss of communication with both display controllers.
Both display controllers are failed.
All PFD display controller functions are inoperative with the exception of the MINIMUMS
(BARO) switch and the BARO SET switch.
All EICAS control panel functions are inoperative.
Reversion control panel functions (IRS and ADC) are inoperative.
Flight guidance control panel functions (flight director, course select, speed reference,
heading select, and altitude select switches) are inoperative.
———— END ————

D. DU 1 (2) (3) (4) (5) (6) FAN (Advisory)

Indication: DU 1 (2) (3) (4) (5) (6) FAN advisory message on.
CAS Desc.: Both fans on affected DU are inoperative.
DU 1 FAN OR DU 6 FAN
(1) Applicable PFD reversion knob .............................ALTN
• PFD ALTN − PFD 1 on DU 2 (pilot’s MFD)
• PFD ALTN − PFD 2 on DU 5 (copilot’s MFD).

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5. INTEGRATED AVIONICS COMPUTER (CONT'D)

D. DU 1 (2) (3) (4) (5) (6) FAN (Advisory) (Cont’d)

DU 1 FAN or DU 6 FAN message persists:
Yes
(2) EMS IND / RECORD system
page.............................................................. Select
(3) Affected DU circuit breaker............................. OUT
− END −
No
(2) No further action required.
DU 2 FAN OR DU 5 FAN
(1) EMS IND / RECORD system page....................... Select
(2) Affected DU circuit breaker .................................... OUT
DU 3 FAN OR DU 4 FAN
(1) EMS IND / RECORD system page....................... Select
(2) Affected DU circuit breaker .................................... OUT
———— END ————

E. IAC 1 (2) (3) OVHT (Caution)

Indication: IAC 1 (2) (3) OVHT caution message on.
CAS Desc.: IAC overheat detected.
IAC 1 OVHT caution message displayed:
(1) SG 1 reversion knob..............................................ALTN
(2) EMS AFCS system page 2................................... Select
(3) Affected IAC circuit breaker.................................... OUT
(4) Flight Director Data Source (CPL)............ Select copilot
IAC 2 OVHT caution message displayed:
(1) SG 2 reversion knob..............................................ALTN
(2) EMS AFCS system page 2................................... Select
(3) Affected IAC circuit breaker.................................... OUT
(4) Flight Director Data Source (CPL)................ Select pilot
IAC 3 OVHT caution message displayed:
(1) SG 3 reversion knob..............................................ALTN
(2) EMS AFCS system page 2................................... Select
(3) Affected IAC circuit breaker.................................... OUT
———— END ————

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5. INTEGRATED AVIONICS COMPUTER (CONT'D)

F. SG 1 (2) (3) FAIL (Caution)

Indication: SG 1 (2) (3) FAIL caution message on.
CAS Desc.: SG comm or power-up failure. Red X across affected displays.
SG 1 FAIL
Failure of SG 1 causes DU 1 and DU 2 to have a red X indicated across the displays.
(1) SG 1 reversion knob..............................................ALTN
SG 1 NORM − SG 1 drives DU 1 and DU 2
SG 1 ALTN − SG 3 drives DU 1, DU 2, and DU 4, and
SG 2 drives DU 3, DU 5 and DU 6.
(2) Flight Director Data Source (CPL)............ Select copilot
(3) Transponder .................................................................2 to restore mode C and TCAS.
SG 2 FAIL
Failure of SG 2 causes DU 5 and DU 6 to have a red X indicated across the displays.
(1) SG 2 reversion knob..............................................ALTN
SG 2 NORM − SG 2 drives DU 5 and DU 6
SG 2 ALTN − SG 1 drives DU 1, DU 2, and DU 4, and
SG 3 drives DU 3, DU 5 and DU 6.
(2) Flight Director Data Source (CPL)................ Select pilot
(3) Transponder .................................................................1 to restore mode C and TCAS.
SG 3 FAIL
Failure of SG 3 causes DU 3 and DU 4 to have a red X indicated across the displays.
(1) SG 3 reversion knob..............................................ALTN
SG 3 NORM − SG 3 drives DU 3 and DU 4
SG 3 ALTN − SG 1 drives DU 1, DU 2, and DU 4, and
SG 2 drives DU 3, DU 5 and DU 6.
———— END ————

G. ASCB CTLR 1 (2) (3) FAIL (Advisory)

Indication: ASCB CTLR 1 (2) (3) FAIL advisory message on.
CAS Desc.: Affected ASCB controller failed. Auto transfer to operative controller.
———— END ————

H. ASCB FAULT (Advisory)

Indication: ASCB FAULT advisory message on
CAS Desc.: ASCB single bus failure (on ground only).
———— END ————

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5. INTEGRATED AVIONICS COMPUTER (CONT'D)

I. CHECKLIST MISMATCH (Advisory)

Indication: CHECKLIST MISMATCH advisory message on.
CAS Desc.: Checklists not identical on IACs.
(1) Published paper checklist..................................... Utilize
———— END ————

J. IAC 1 (2) AURAL FAIL (Advisory)

Indication: IAC 1 (2) AURAL FAIL advisory message on.
CAS Desc.: Both aural warning channels of the same IAC have failed. No aural warnings
are available from affected IAC.
Consider applicable IAC inoperative. To clear a possible nuisance message, select
applicable AURAL WARNING switch to MUTE for approximately 1 second.
———— END ————

K. IAC CONFIG MISMTCH (Advisory)

Indication: IAC CONFIG MISMTCH advisory message on.
CAS Desc.: Configuration not identical on IACs.
IACs are not configured with the same options or airplane configuration. Maintenance is
required.
———— END ————

L. IAC 1 (2) (3) INVALID (Advisory)

Indication: IAC 1 (2) (3) INVALID advisory message on.
CAS Desc.: Invalid software configuration in IAC, or incorrect airplane ID.
Software configuration problem.
———— END ————

M. IAC 1 (2) (3) WOW INOP (Advisory)

Indication: IAC 1 (2) (3) WOW INOP advisory message on.
CAS Desc.: Affected channel inoperative.
IAC test has failed due to erroneous WOW input (on the ground only).
———— END ————

N. MFD CTRL 1 (2) FAIL (Advisory)

Indication: MFD CTRL 1 (2) FAIL advisory message on.
CAS Desc.: Loss of communication with display controller.
Affected MFD defaults to MAP format and last range selected.
———— END ————

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5. INTEGRATED AVIONICS COMPUTER (CONT'D)

O. REVRSION CTLR FAIL (Advisory)

Indication: REVRSION CTLR FAIL advisory message on.
CAS Desc.: Reversionary controller failed.
Possible loss of reversion capability for SG, DAU, DU or sensors.
———— END ————

Effectivity:
• Airplanes 9002 thru 9119 not incorporating Service Bulletin:
• SB 700−31−018, Integrated Avionics Computers (IAC) − Avionics 2001 Batch 1 IAC
Upgrade.
P. IAC 1 (2) (3) MEM FULL (Advisory)
Indication: IAC 1 (2) (3) MEM FULL advisory message on.
CAS Desc.: Affected IAC has reached its software memory limit.
Maintenance download is required.
———— END ————

6. EICAS
A. EICAS Display Failure
Indication: Raster image is removed from the affected CRT. EICAS display goes blank.
(1) EICAS reversion knob ...........................................ALTN As required.
ALTN 1 − EICAS on DU 4 (status display).
ALTN 2 − EICAS on DU 2 (pilot’s MFD).
ALTN 3 − EICAS on DU 5 (copilot’s MFD).
———— END ————

B. EICAS & Systems Display Failure

Indication: SG 3 failure is indicated by a red X across DU 3 and DU 4 and SG 3 FAIL
caution message.
(1) SG 3 reversion knob..............................................ALTN
SG 3 NORM − SG 3 drives DU 3 and DU 4
SG 3 ALTN − SG 1 drives DU 1, DU 2, and DU 4, and
SG 2 drives DU 3, DU 5 and DU 6.
———— END ————

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6. EICAS (CONT'D)

C. Amber X Thru CAS List

(1) SG 3 reversion knob..............................................ALTN
If condition persists:
(2) EICAS reversion knob ...........................................ALTN
ALTN 1 − EICAS on DU 4 (status display).
ALTN 2 − EICAS on DU 2 (pilot’s MFD).
ALTN 3 − EICAS on DU 5 (copilot’s MFD).
———— END ————

7. INERTIAL REFERENCE SYSTEM

A. IRS 1 (2) (3) MISCMP (Caution)
Indication: IRS 1 (2) (3) MISCMP caution message on.
CAS Desc.: Miscompare detected.
Affected IRS has miscompared with the other two IRSs.
(1) IRS source............................................................ Select alternate, as required.
Pilot’s side − normal supply from IRS 1, then IRS3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
———— END ————

B. ALL IRS MISCMP (Caution)

Indication: ALL IRS MISCMP caution message on.
CAS Desc.: All IRS have miscompared.
(1) Standby instruments............................................. Utilize
———— END ————

C. IRS 1 (2) (3) OVHT (Caution)

Indication: IRS 1 (2) (3) OVHT caution message on.
CAS Desc.: Overheat detected.
Affected IRS in use:
Yes
(1) Affected reversionary control
IRS switch..................................................... Select alternate IRS
Pilot’s side − normal suppIy from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
(2) Affected IRS switch .........................................OFF
− END −
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7. INERTIAL REFERENCE SYSTEM (CONT'D)

C. IRS 1 (2) (3) OVHT (Caution) (Cont’d)

Affected IRS not in use:

(1) Affected IRS switch .................................................OFF
———— END ————

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7. INERTIAL REFERENCE SYSTEM (CONT'D)

D. IRS 1 (2) (3) SET HDG (Caution)

Indication: IRS 1 (2) (3) SET HDG caution message on.
CAS Desc.: IRS has defaulted to heading of 360 degrees upon entering attitude mode.
(1) FMS, affected IRS STATUS page ........................ Select
(2) Current magnetic heading ..................................... Enter
Heading drift rate of 15° per hour can occur while in ATT mode.
Update magnetic heading periodically.
———— END ————

E. IRS 1 (2) (3) FAIL (Advisory)

Indication: IRS 1 (2) (3) FAIL advisory message on.
CAS Desc.: Affected IRS failed (internal failure).
(1) Affected reversionary control, IRS
switch ................................................................... Select alternate IRS.
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
(2) Affected IRS switch .................................................OFF
———— END ————

F. IRS 1 (2) (3) NO ALIGN (Advisory)

Indication: IRS 1 (2) (3) NO ALIGN advisory message on.
CAS Desc.: IRS fails to properly align (due to improper position entry or excessive
airplane motion while in align mode).
(1) Affected IRS .........................................................Check present position.
Present position is correct or if excess airplane motion is suspected:
Yes
(2) Affected IRS switch .........................................OFF for 3 seconds and then select
ALN or NAV.
(3) Affected FMS................................................. Enter current position.
No
(2) Affected FMS......................................................... Enter current position.
System aligned:
Yes
(3) No further action required.
− END −
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7. INERTIAL REFERENCE SYSTEM (CONT'D)

F. IRS 1 (2) (3) NO ALIGN (Advisory) (Cont’d)

No
(3) Affected IRS reversion switch .............................. Select alternate IRS
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
(4) Affected IRS switch .................................................OFF
———— END ————

G. IRS 1 (2) (3) AUX FAIL (Advisory)

Indication: IRS 1 (2) (3) AUX FAIL advisory message on.
CAS Desc.: Affected IRS auxiliary battery supply is inoperative.
IRS auxiliary DC supply is inoperative.
———— END ————

H. IRS 1 (2) (3) AUX PWR (Advisory)

Indication: IRS 1 (2) (3) AUX PWR advisory message on.
CAS Desc.: IRS has lost the normal power source and has reverted to aux DC power.
IRS reverted to auxiliary battery supply.
———— END ————

I. LTRK FAIL (Advisory)

Indication: LTRK FAIL advisory message on.
CAS Desc.: Laser track unit failed or IRS have been selected OFF.
Consider affected unit inoperative.
———— END ————

J. PFD HDG FAIL (Annunciation)

Aircraft Position Between 70°N and 72.5°N latitude:
Yes
(1) HDG MODE....................................... Select TRUE
NOTE
FMS automatically switches to true heading when entering high
latitude areas. In north magnetic polar cut−out regions the automatic
selection is not consistent between the FMS and IRS resulting in
occasional HDG FAIL annunciations.
Exiting area 70°N and 72.5°N latitude
(2) HDG MODE.........................................Select MAG
− END −
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7. INERTIAL REFERENCE SYSTEM (CONT'D)

J. PFD HDG FAIL (Annunciation) (Cont’d)

No
(1) Affected reversionary control IRS
switch ................................................................... Select alternate IRS
Pilot’s side − normal supply from IRS 1, then IRS 3, then IRS 2.
Copilot’s side − normal supply from IRS 2, then IRS 3, then IRS 1.
(2) Affected IRS switch .................................................OFF
———— END ————

8. RADIO ALTIMETER
A. Dual Radio Altimeter Failure
Indication: RAD on both ADI.
CAS Desc.: GND PROX FAIL and WINDSHEAR FAIL.
Prior to landing:
(1) BARO MINIMUMS................................................... SET if minimums required.
(2) Autothrottle ....................................................Disengage if engaged.
(3) Actual landing distance .................................... Increase as appropriate by applicable
factor given below.
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.44 (44%) 1.41 (41%)

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8. RADIO ALTIMETER (CONT'D)

A. Dual Radio Altimeter Failure (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
GPWS SYSTEMS FAIL advisory and TCAS FAIL status messages will
be displayed.
Anticipate delay in spoiler deployment in GLD mode after touchdown
until weight on wheel is achieved.
———— END ————

B. Single Radio Altimeter Failure

Indication: RAD on one ADI.
CAS Desc.: Radio Altimeter has failed.
Prior to landing:
Autothrottle engaged:
Yes
(1) Flight Director CPL ....................................... Select PFD with operative radio
altimeter.
(2) Autothrottle ............................................Disengage before selecting landing gear
down.
− END −
No
(1) No action required.
———— END ————

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9. FLIGHT MANAGEMENT SYSTEM

A. FMS 1 (2) (3) FAIL (Advisory)
Indication: FMS 1 (2) (3) FAIL advisory message on.
CAS Desc.: Affected FMS has failed
Consider affected unit inoperative.
———— END ————

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software Upgrade,
Batch 3
or
• SB 700−31−034 Modification − Integrated Avionics Computer (IAC) System − Batch 3.3
Software Upgrade.
B. FMS 1 (2) (3) GPS MISCOMP (Advisory)
Indication: FMS 1 (2) (3) GPS MISCOMP advisory message on.
CAS Desc.: FMS to GPS miscompare detected
(1) Alternate FMS Nav source ............................... SELECT
———— END ————

Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software Upgrade,
Batch 3
or
• SB 700−31−034 Modification − Integrated Avionics Computer (IAC) System − Batch 3.3
Software Upgrade.
C. FMS/GPS MON UNAVAIL (Advisory)
Indication: FMS/GPS MON UNAVAIL advisory message on.
CAS Desc.: GNSSU inputs not available
No further action required.
———— END ————

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INSTRUMENTS SYSTEM

10. HEAD-UP DISPLAY (HUD)

A. HUD FAIL (Caution)
Indication: HUD FAIL caution message posted.
CAS Desc.: Loss of Head-Up Display.
(1) Revert to Head Down Display
(2) HUD BRT/DIM switch ..............................................OFF
(3) Combiner ................................................................ Stow
If below 800 feet AGL on a CAT 2 approach:
Yes
If autopilot ON:
Yes
(4) CAT 2 Approach ...............................Continue using Head Down Display.
− END −
No
(4) CAT 2 Approach .................................. Discontinue
NOTE
Category 2 available on next approach using Head Down
Display.
− END −
No
(4) No further action required
———— END ————

B. HUD MISCOMPARE (Caution)

Indication: HUD MISCOMPARE caution message posted.
CAS Desc.: HUD and PFD are processing different sensor information.
(1) Revert to Head Down Display
(2) HUD BRT/DIM switch ..............................................OFF
(3) Combiner ................................................................ Stow
———— END ————

C. HUD MISALIGN (Advisory)

Indication: HUD MISALIGN advisory message posted.
CAS Desc.: The combiner is misaligned.
(1) Combiner ........................................................... Confirm in display position.
If message persists:
(2) Revert to Head Down Display
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10. HEAD-UP DISPLAY (HUD) (CONT'D)

C. HUD MISALIGN (Advisory) (Cont’d)

(3) HUD BRT/DIM switch ..............................................OFF
(4) Combiner ................................................................ Stow
Above 800 feet AGL on a CAT 2 approach:
Yes
(5) CAT 2 Approach ...................................... Continue using Head Down Display.
− END −
No

Below 800 feet AGL on a CAT 2 approach:

(5) CAT 2 Approach .......................................... Discontinue
NOTE
Category 2 available on next approach using Head Down Display.
———— END ————

D. HUD FAN FAIL (Advisory)

Indication: HUD FAN FAIL advisory message posted.
CAS Desc.: Loss of computer cooling.
Above 3000 feet AGL:
Yes
(1) Revert to Head Down Display
(2) HUD BRT/DIM switch ......................................OFF
(3) Combiner ........................................................ Stow
− END −
No
Below 3000 feet AGL and not on approach:
Yes
(1) Revert to Head Down Display
(2) HUD BRT/DIM switch ......................................OFF
(3) Combiner ........................................................ Stow
− END −
No
Below 3000 feet AGL during approach:
(1) Approach ......................................................... Continue
———— END ————

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INSTRUMENTS SYSTEM

11. ENHANCED VISION SYSTEM (EVS)

A. EVS FAIL (Caution)
Indication: EVS FAIL caution message posted.
CAS Desc.: Loss of Enhanced Vision System.
If using EVS and below published DA on approach, and the required visual cues are
not visible:
(1) Approach .......................................................Go-around
When time permits:
(2) EVS control .............................................................OFF
———— END ————

B. EVS HEAT FAIL (Caution)

Indication: EVS HEAT FAIL caution message posted.
CAS Desc.: EVS heater inoperative.
In icing conditions:
Yes
(1) EVS control......................................................OFF
− END −
No
(1) EVS image ......................................................... Monitor for degradation.
———— END ————

C. EVS HEAT OVHT (Caution)

Indication: EVS HEAT OVHT caution message posted.
CAS Desc.: EVS heater overheat.
In icing conditions:
Yes
(1) EVS control......................................................OFF
− END −
No
(1) EVS image ......................................................... Monitor for degradation.
———— END ————

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11. ENHANCED VISION SYSTEM (EVS) (CONT'D)

D. EVS DEFOG FAULT (Advisory)

Indication: EVS DEFOG FAULT advisory message posted.
CAS Desc.: Possible loss of demisting functionality.
(1) No pilot action required.

NOTE
EVS performance may be degraded after descent due to condensation
on EVS window.

———— END ————

E. EVS Image Not Conformal with Natural Vision or Navigation Information Procedure
(1) EVS CLEAR switch ............................................ CLEAR
If using EVS and below published DA on approach, and the required visual cues are
not visible:
(2) Approach .......................................................Go-around
When time permits:
(3) EVS control .............................................................OFF
———— END ————

Volume 1 Flight Crew Operating Manual REV 97, Jul 31, 2018
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NON-NORMAL PROCEDURES
LANDING GEAR, WHEEL AND BRAKE SYSTEM

1. BRAKE SYSTEM
A. AUTOBRAKE FAIL (Caution)
Indication: AUTOBRAKE FAIL caution message on.
CAS Desc.: Autobrakes are inoperative.
Other brake system functions are normal.
(1) AUTOBRAKE switch ...............................................OFF
———— END ————

B. BRAKE 50% DEGRADED (Caution)

Indication: BRAKE 50% DEGRADED caution message on.
CAS Desc.: Loss of two symmetrical brakes.
(1) Maximize use of reverse thrust.
(2) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
At and Below 35,652 kg (78,600 lb) MLW
1.75 (75%) 1.60 (60%)
Above 35,652 kg (78,600 lb) MLW
2.00 (100%) 1.70 (70%)

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LANDING GEAR, WHEEL AND BRAKE SYSTEM

1. BRAKE SYSTEM (CONT'D)

B. BRAKE 50% DEGRADED (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

I. PARK / EMER BRAKE ON (Caution)

Indication: PARK / EMER BRAKE ON caution message on.
CAS Desc.: Parking brake on (weight off wheels).
(1) Parking brake ....................................................Release
PARK / EMER BRAKE ON caution message persists:
Yes

CAUTION
Tire blowout may occur.
(2) Actual landing distance............................. Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
At and Below 35,652 kg (78,600 lb) MLW
1.81 (81%) 1.63 (63%)
Above 35,652 kg (78,600 lb) MLW
1.82 (82%) 1.63 (63%)

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LANDING GEAR, WHEEL AND BRAKE SYSTEM

1. BRAKE SYSTEM (CONT'D)

I. PARK / EMER BRAKE ON (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

NOTE
Maximize use of reverse thrust.
− END −
No
(2) No further action required.
———— END ————

J. UNCOMMANDED BRAKE (Caution)

Indication: UNCOMMANDED BRAKE caution message on.
CAS Desc.: Brake on when pedal braking not applied.

CAUTION
Tire blowout may occur.
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1. BRAKE SYSTEM (CONT'D)

J. UNCOMMANDED BRAKE (Caution) (Cont’d)

(1) Pedal braking ........................................................ Apply consistent with directional
control.

NOTE
Maximize use of reverse thrust.

———— END ————

K. BRAKE FAULT (Advisory)

Indication: BRAKE FAULT advisory message on.
CAS Desc.: Autobrake system not available.
Loss of redundancy in brake control system.
(1) AUTOBRAKE switch ...............................................OFF
BRAKE FAULT advisory message may also be displayed for up to 3 minutes when
system No. 2 pressure falls below normal operating limits.
———— END ————

L. BRAKE TEMP (Advisory)

Indication: BRAKE TEMP advisory message on.
CAS Desc.: Brake temperature advisory.
One or more brake temperatures in the white temperature indication band.
BRAKE TEMP advisory message prior to take-off:
Yes
(1) Brake temperature cooling
charts.......................................................... Review
Refer to Airplane Flight Manual, Chapter 6; PERFORMANCE − TAKE-OFF
PERFORMANCE.
− END −
No
BRAKE TEMP advisory message during landing and taxi:
Yes
(1) Brake application ......................................Minimize to avoid fuse plug release.
− END −
No
(1) No further action required.
———— END ————

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LANDING GEAR, WHEEL AND BRAKE SYSTEM

2. LANDING GEAR
A. NOSE DOOR (Caution)
Indication: NOSE DOOR caution message on.
CAS Desc.: Nose gear door is not closed.
(1) Airspeed ..................................................Do not exceed
200 KIAS
(2) Landing gear lever.....................................................DN
(3) Land at the nearest suitable airport.
———— END ————

B. L (R) MAIN GEAR DOOR (Caution)

Indication: L (R) MAIN GEAR DOOR caution message on.
CAS Desc.: Left or right main gear door is not closed.
(1) Airspeed ..................................................Do not exceed
200 KIAS
(2) Landing gear lever.....................................................DN
(3) Land at the nearest suitable airport.
———— END ————

C. Manual Landing Gear Extension

(1) Airspeed .................................................. Not more than
200 KIAS
(2) HYDRAULIC pump switches 2B
and 3B ...................................................................... ON
(3) Landing gear lever.....................................................DN
Gear is down and locked:
Yes
(4) No further action required.
− END −
No
(4) Landing gear manual release
handle.................................................. Pull to full extent
and latch up • L−R MAIN GEAR DOOR
and NOSE DOOR caution
messages on.
(5) Land at nearest suitable airport.
Prior to landing:
(6) NOSE STEER switch ..............................................OFF • NOSE STEER OFF status
message on.
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LANDING GEAR, WHEEL AND BRAKE SYSTEM

2. LANDING GEAR (CONT'D)

C. Manual Landing Gear Extension (Cont’d)

The nosewheel steering will be in the free-caster mode of operation, with the landing
gear manual release handle extended.
The L− R MAIN GEAR DOOR and the NOSE DOOR caution messages remain on, with
the landing gear manual release handle extended.
Do not stow the landing gear manual release handle.
Following a manual release, gear is down and locked:
Yes
(7) Landing gear manual release
handle.................................................. Do not stow
− END −
No
(7) Gear free-fall techniques /
maneuvers............................................................. Apply
• Accelerate to a safe speed and select SLAT/FLAP to IN/0.
• Increase normal load factor (g’s).
• Sideslip as necessary to assist main gear downlock.
• Accelerate to maximum gear extended speed (250 KIAS).
Following free-fall techniques / maneuvers, gear is down-and-locked:
Yes
(8) Landing gear manual
release handle ............................. Do not stow
− END −
No
(8) Landing Gear Up / Unsafe
Landing Procedure .............................. Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − LANDING GEAR, WHEEL AND
BRAKE SYSTEM.
———— END ————

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2. LANDING GEAR (CONT'D)

D. GEAR DISAGREE (Caution)

Indication: GEAR DISAGREE caution message and
“GEAR” aural on.
CAS Desc.: Gear not in selected position or any gear unsafe.
If landing gear disagrees with UP selection:
Yes
(1) Airspeed .......................................... Not more than
200 KIAS
(2) HYDRAULIC pump switches
2B and 3B......................................................... ON • HYD PUMP 2B/3B ON
status messages on.
(3) Landing gear lever.............................................DN
(4) Land at the nearest suitable airport.
− END −
No

If Landing gear disagrees with DN selection:

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2. LANDING GEAR (CONT'D)

E. GEAR SYS FAIL (Caution)

Indication: GEAR SYS FAIL caution message on.
CAS Desc.: Normal gear operation is not available.
Prior to landing:
(1) Airspeed ............................................................ Reduce to not more than 200 KIAS
(2) HYDRAULIC pump switches
2B and 3B................................................................ ON
(3) Landing Gear Lever...................................................DN
(4) Landing gear manual release
handle....................................................................... Pull handle to full extent and latch
handle in the up position
(5) NOSE STEER switch ..............................................OFF
(6) EMERG DEPRESS switch ....................................... ON
Following a manual release, gear is down and locked:
Yes
(7) Landing gear manual release
handle.................................................. Do not stow
NOTE
1. The Nosewheel steering will be in the free-caster mode of
operation.
2. The L−R MAIN GEAR DOOR and the NOSE DOOR
caution messages remain on with the landing gear manual
release handle extended.
3. With landing gear down and locked, an erroneous
TOO LOW GEAR EGPWS aural warning may occur prior to
landing.
4. Engine(s) may remain at High Idle after landing.
− END −
No

(7) Gear free−fall

techniques/maneuvers .......................................... Apply
Accelerate to a safe speed and select SLAT/FLAP to IN/0°.
Increase normal load factor (g’s).
Sideslip as necessary to assist main gear downlock.
Accelerate to maximum gear extended speed (250 KIAS).

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2. LANDING GEAR (CONT'D)

E. GEAR SYS FAIL (Caution) (Cont’d)

Following free−fall techniques/maneuvers, gear is down−and−locked:
Yes
(8) Landing gear manual release
handle.................................................. Do not stow
NOTE
1. The Nosewheel steering will be in the free-caster mode of
operation.
2. The L−R MAIN GEAR DOOR and the NOSE DOOR
caution messages remain on with the landing gear manual
release handle extended.
3. With landing gear down and locked, an erroneous
TOO LOW GEAR EGPWS aural warning may occur prior to
landing.
4. Engine(s) may remain at High Idle after landing.
− END −
No
(8) Landing Gear Up/Unsafe Landing
Procedure .................................................... Accomplish
Refer to Chapter 3; EMERGENCY PROCEDURES − LANDING GEAR, WHEEL AND
BRAKE SYSTEM.
———— END ————

F. GEAR SYS FAULT (Advisory)

Indication: GEAR SYS FAULT advisory message on.
CAS Desc.: Gear downlock indications fault. Loss of redundancy for downlock
indications or EICAS communications fault. Gear operation normal.
Normal landing gear operation is available.
———— END ————

3. NOSE WHEEL STEERING SYSTEM

A. NOSE STEER FAIL (Caution)
Indication: NOSE STEER FAIL caution message on.
CAS Desc.: Loss of nose wheel steering. Nose wheel in free-caster mode.
DURING TAXI:
(1) Maintain directional control using differential braking.
(2) Brake to a stop.
(3) NOSE STEER switch ........................OFF then ARMED
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3. NOSE WHEEL STEERING SYSTEM (CONT'D)

A. NOSE STEER FAIL (Caution) (Cont’d)
NOSE STEER FAIL caution message persists:
Yes
(4) NOSE STEER .................................................OFF
NOTE
− The nosewheel is free castering.
− Use differential braking as required for taxi or have
aircraft towed.
− END −
No
(4) No further pilot action required.
———— END ————
IN FLIGHT:
Centering of the nosewheel steering tiller, rudder pedals, and/or cycling the switch from
OFF to ARMED will not enable centering of the nosewheel.
(1) NOSE STEER switch ........................OFF then ARMED
When landing with the nosewheel steering inoperative, select the longest runway
available with minimum turbulence and crosswind.
Use differential braking, rudder, and engine thrust as required to assist directional
control.
NOSE STEER FAIL caution message persists:
Yes
(2) NOSE STEER switch ......................................OFF • NOSE STEER OFF status
message out.
NOTE
− The nosewheel is free castering.
− Select the longest and widest runway for landing with
minimum turbulence and crosswind.
− Use rudder and differential braking as required for
landing.
− Use differential braking as required for taxi or have
aircraft towed.
− END −
No
(2) No further action required.
———— END ————

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LANDING GEAR, WHEEL AND BRAKE SYSTEM

4. WOW SYSTEM
A. WOW FAIL (Caution)
Indication: WOW FAIL caution message on.
CAS Desc.: Loss of Weight-On-Wheels function.
(1) Review the following inoperative systems:
• TCAS TA only;
• Landing gear retraction system is inoperative;
• Weather radar is in STBY mode.
(2) AUTOBRAKE switch ...............................................OFF
(3) GND LIFT DUMPING switch ...................................OFF Select GLDs OFF to prevent a
potential deployment at 7 feet.
• GND LIFT DUMP OFF
status message on.
(4) NOSE STEER switch ..............................................OFF • NOSE STEER OFF status
message on.

CAUTION
Touchdown protection is inoperative. Do not apply brakes prior to
landing.
NOTE
1. Select the longest runway with minimum turbulence and crosswind.
2. Use differential braking, rudder and engine thrust as required to
assist in directional control.
(5) Actual landing distance .................................... Increase as applicable by factor given
below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.59 (59%) 1.46 (46%)

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4. WOW SYSTEM (CONT'D)

A. WOW FAIL (Caution) (Cont’d)

Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletins:
• SB 700−27−054, Modification − Control and Indication Systems −
Modifications to Permit Zero Flap Take-Off Capability,
or SB 700−32−034, Modification − Brake Control System − Introduction of
Wheel Speed Transducer Part No. 140−209−4 (GW415−1050−9)

(6) Manual Cabin Pressurization

Control Procedure ....................................... Accomplish
Refer to Chapter 5; NON-NORMAL PROCEDURES − AIR-CONDITIONING AND
PRESSURIZATION.
———— END ————

B. WOW FAULT (Advisory)

Indication: WOW FAULT advisory message on.
CAS Desc.: WOW fault detected.
(1) No further action required.
———— END ————

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THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 84, May 11, 2015
05−15−18 CSP 700−6
NON-NORMAL PROCEDURES
MISCELLANEOUS SYSTEMS

1. MISCELLANEOUS SYSTEMS

A. OXYGEN LO QTY (Caution)

Indication: OXYGEN LO QTY caution message on.
CAS Desc.: The oxygen quantity is low or one or more of the oxygen bottles are not
available.
(1) OXYGEN QTY......................................................Check
Oxygen leak evident or OXYGEN QTY below 35% or Oxygen quantity failed (dashes)
Yes
(2) Descent ....................................................... Initiate to a safe altitude
(3) Land at the nearest suitable airport.
− END −
No
(2) OXYGEN QTY.................................................... Monitor
NOTE
There must be sufficient oxygen available for the remainder of the flight to
allow for a subsequent pressurization failure and descent to a minimum
safe altitude. Dependent on the number of passengers and the minimum
safe altitude, minimum oxygen (%) requirements for the flight can be
determined from Figure 05−16−1 below.
OXYGEN QTY decreases below Minimum Oxygen Requirement (Figure 05−16−1).
(2) Descent ............................................................... Initiate to a safe altitude
(3) Land at the nearest suitable airport.
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1. MISCELLANEOUS SYSTEMS (CONT'D)

A. OXYGEN LO QTY (Caution) (Cont’d)

Example:
Associated Conditions:
Number of passengers (PAX) =6
Oxygen Quantity (%) = 60
As shown in the example, there is sufficient supplementary oxygen for a diversion
of 1 hour (HR) up to FL180 or 2 HR up to FL130 or no time limit below FL100.
DIVERSION ALTITUDES

% OXYGEN BELOW
FL100 < FL130 FL130 < FL180 FL180 − FL 250
FL100
FLIGHT HOURS (AT DIVERSION ALTITUDE)
NUMBER NOT
OF OXYGEN 1 HR 2 HR 3 HR 1 HR 2 HR 3 HR 1 HR 2 HR 3 HR
PAX LIMITED
0 35 40 40 45 40 40 55 40 55
1 35 40 50 65 40 55 75 45 70
2 35 40 50 65 40 60 50
3 35 40 50 65 40 65 55
4 35 40 50 70 45 70 60
5 35 40 55 70 50 75 70
6 35 40 55 70 50 75
7 35 40 55 70 55
8 35 40 55 75 60
9 35 40 60 75 60
10 35 45 60 75 65
11 35 45 65 70
12 35 45 65 70
13 35 50 65 75
14 35 50 65

FM0516_001
15 35 50 70
16 35 50 70
17 35 55 70
18 35 55 70
19 35 55 75

Minimum Oxygen Requirements for the Flight (% Oxygen Quantity Indication)

Figure 05−16−1
———— END ————

B. PASSENGER OXY ON (Advisory)

Indication: PASSENGER OXY ON advisory message on.
CAS Desc.: Passenger oxygen system is on.
———— END ————

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1. MISCELLANEOUS SYSTEMS (CONT'D)

C. EMER LIGHTS OFF (Caution)

Indication: EMER LIGHTS OFF caution message on.
CAS Desc.: Emergency lighting system has been selected off.
(1) EMER LIGHTS switch ............................................ ARM
———— END ————

D. Pilot Incapacitation
In case of pilot incapacitation, the following are general guidelines:
• Ensure autopilot is engaged.
• Call another crewmember / passenger to flight compartment.
• Check that incapacitated pilot does not interfere with flight controls. It is preferable to
have the incapacitated pilot removed from the flight compartment.
• If unable to remove the incapacitated pilot, instruct crewmember / passenger to lock
shoulder harness of incapacitated pilot and move seat rearwards.
• If an immediate landing is imperative, obtain advice on most suitable airport where
medical assistance can be readily rendered.
• Check on possibility of obtaining assistance from aviation personnel who may be
travelling as passengers on board the airplane.
———— END ————

E. ELT TRANSMITTING (Caution)

Indication: ELT TRANSMITTING caution message on.
CAS Desc.: Emergency locator transmitter is transmitting.
(1) ELT switch ............................................... ARM / RESET
———— END ————

F. FDR FAIL (Advisory)

Indication: FDR FAIL advisory message on.
CAS Desc.: Flight data recorder or quick access recorder (if installed) has failed.
———— END ————

G. FDR ACCEL FAIL (Advisory)

Indication: FDR ACCEL FAIL advisory message on.
CAS Desc.: The flight data recorder accelerometer has failed.
———— END ————

H. SELCAL HF 1 (Advisory)
Indication: SELCAL HF 1 advisory message on.
CAS Desc.: Incoming call on applicable radio. Reset with push-to-talk.
———— END ————

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MISCELLANEOUS SYSTEMS

1. MISCELLANEOUS SYSTEMS (CONT'D)

I. SELCAL HF 2 (Advisory)
Indication: SELCAL HF 2 advisory message on.
CAS Desc.: Incoming call on applicable radio. Reset with push-to-talk.
———— END ————

J. SELCAL VHF 1 (Advisory)

Indication: SELCAL VHF 1 advisory message on.
CAS Desc.: Incoming call on applicable radio. Reset with push-to-talk.
———— END ————

K. SELCAL VHF 2 (Advisory)

Indication: SELCAL VHF 2 advisory message on.
CAS Desc.: Incoming call on applicable radio. Reset with push-to-talk.
———— END ————

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NON-NORMAL PROCEDURES
MISCELLANEOUS SYSTEMS

1. MISCELLANEOUS SYSTEMS (CONT'D)

L. SELCAL VHF 3 (Advisory)

Indication: SELCAL VHF 3 advisory message on.
CAS Desc.: Incoming call on applicable radio. Reset with push-to-talk.
———— END ————

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 05−16−5
NON-NORMAL PROCEDURES
MISCELLANEOUS SYSTEMS

1. MISCELLANEOUS SYSTEMS (CONT'D)

M. SUSPECTED EXTERNAL DAMAGE (Ground Only)

If the crew suspects that any external damage to the airplane has been caused by impact
from a foreign object, (bird or other animal, drone, ground equipment, maintenance vehicle,
etc.), a visual inspection similar to a walkaround must be performed prior to the next dispatch.
Particular focus should be given to the following areas of the airplane:
• Antennas
• Engine fan blades and cowl leading edges
• Flight control surfaces
• Landing gear areas − Nose and main struts, hydraulic lines, wire harnesses, proximity
sensors
• Nose cone
• Probes (Pitot / static, TAT, T2, etc.)
• Taxi and landing lights
• Windshield and window surfaces
• Wing and stab leading edges
• Winglets
Damage may take many forms such as bent or missing components, puncture marks or
deformed skin, delaminated or cracked windows etc. An indication of animal remains, paint
transfer, scuff marks and scratches may also be evidence of possible underlying damage.
If evidence of damage is found or if the crew has a reason to believe that a component should
be further examined before flight (i.e. due to engine ingestion, composite surface strike, etc.),
dispatch is not allowed. Crew must contact Maintenance personnel, or call the Bombardier
Customer Response Center for further guidance.
(1) Walkaround ................................................ COMPLETE
(2) Maintenance checkout ............................REQUEST AS
NECESSARY
Non−Composite areas:
Dispatch may be possible, but only if no visual evidence of damage is found and the impact
area is not made from composite material. Suspected impact areas must also be reevaluated
before each subsequent leg of the flight. At the end of the flight the crew must report the
occurrence to Maintenance, and provide all available information, (suspected impact areas,
physical evidence, photos, etc.) to trigger an appropriate maintenance follow−up.
Composite areas:
Damage to surfaces and structures made from composite materials may be particularly
difficult to assess by means of a visual inspection alone. Therefore, if one of these areas is in
the suspected impact zone, maintenance action is required before attempting dispatch. The
following diagram highlights the composite areas of the airplane:
t

Volume 1 Flight Crew Operating Manual REV 98, Oct 25, 2018
05−16−6 CSP 700−6
ELEVATOR

VERTICAL
STABILIZER
FAIRINGS
VERTICAL
STABILIZER

REV 98, Oct 25, 2018

LEADING EDGE
WINGLET SIDE PANELS
HORIZONTAL
ENGINE STABILIZER
COWLS DORSAL
FAIRING
RUDDER
MULTI−FUNCTION
SPOILER
1. MISCELLANEOUS SYSTEMS (CONT'D)

CABIN
FLAP FLOOR
FAIRING
THRUST REVERSER
AFT TARGET DOORS
FUEL OUTER SKIN

CSP 700−6
TANK
PANELS

Figure 05−16−2
FAIRING

Composite Material
FLAP
AILERON

———— END ————

Flight Crew Operating Manual

BIRD STRIKE
BARRIER
NON-NORMAL PROCEDURES

M. SUSPECTED EXTERNAL DAMAGE (Ground Only) (Cont’d)

MISCELLANEOUS SYSTEMS

RAT WHEEL
COMPARTMENT BIN
DOOR
STAIRS MLG DOOR
(INNER)
RADOME
HYDRAULIC FORWARD LEGEND
BAY DOOR BELLY
EQUIPMENT FAIRINGS
COMPARTMENT Composite Material
NOSE LANDING
TFM0816_001 GEAR DOOR DOOR

05−16−7
Volume 1
NON-NORMAL PROCEDURES
MISCELLANEOUS SYSTEMS

1. MISCELLANEOUS SYSTEMS (CONT'D)

N. OIL RES LO QTY (Advisory)

Indication: OIL RES LO QTY advisory message on.
CAS Desc.: Oil system requires replenishment.
———— END ————

O. TCAS FAIL (Status)

Indication: TCAS FAIL status message on MFD
CAS Desc.: Mode S transponder failure or ACAS II / TCAS II failure.

Amber dashes on ATC / TCAS status box on RMU:

Yes
(1) RMU TRANSFER KEY................................. Select 1 ATC or 2 ATC as
appropriate.
− END −
No
(1) RMU ATC / TCAS MODE..................................... Select ATC ALT
———— END ————

Volume 1 Flight Crew Operating Manual REV 98, Oct 25, 2018
05−16−8 CSP 700−6
NON-NORMAL PROCEDURES
AURAL/VISUAL WARNING SYSTEM

1. GROUND PROXIMITY WARNING SYSTEM

A. GROUND PROXIMITY Caution (GND PROX on PFD and associated aural alert)
Indication: GND PROX on PFD and associated aural alert:
“SINKRATE” or “TERRAIN, TERRAIN” or “DON’T SINK” or “CAUTION
TERRAIN” or “CAUTION OBSTACLE” or “TOO LOW, TERRAIN” or
“TOO LOW, GEAR” or “TOO LOW, FLAPS” or “GLIDESLOPE”.
CAS Desc.: Detection of the closure rate between the airplane and terrain is excessive.
(1) Pilot .................................................. Correct the unsafe
condition
———— END ————

B. WINDSHEAR Caution (WINDSHEAR on PFD)

Indication: WINDSHEAR on PFD.
CAS Desc.: Increase in headwind or decrease in tailwind and/or a severe updraft.
(1) Go-around ........................................................... Initiate
———— END ————

C. GPWS SYSTEMS FAIL (Advisory)

Indication: GPWS SYSTEMS FAIL advisory message on.
CAS Desc.: EGPWS computer failure.
• Ground proximity warning system (mode 1 thru 6 aurals), windshear warning system
and terrain awareness systems inoperative.
• Altitude call−outs (above ground) on final approach may be inoperative.
———— END ————

D. GND PROX FAIL (Advisory)

Indication: GND PROX FAIL advisory message on.
CAS Desc.: Enhanced Ground Proximity Warning System failure.
• Mode 1 thru 6 aurals inoperative.
• GPWS, GPWS & BELOW GLIDE alerts on PFD inoperative.
• Altitude call−outs (above ground) on final approach may be inoperative.
———— END ————

REV 75, Dec 20, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 05−17−1
NON-NORMAL PROCEDURES
AURAL/VISUAL WARNING SYSTEM

1. GROUND PROXIMITY WARNING SYSTEM (CONT'D)

E. TERR FAIL (Advisory)

Indication: TERR FAIL advisory message on.
CAS Desc.: Terrain alerting function failure.
(1) TERRAIN switch......................................................OFF terrain awareness system
inoperative.
• GPWS & GPWS alerts on PFD inoperative.
• GPWS & GPWS terrain alerts on PFD inoperative.
• Terrain aurals inoperative.
• Threats will not be displayed on MFD.
———— END ————

F. WINDSHEAR FAIL (Advisory)

Indication: WINDSHEAR FAIL advisory message on.
CAS Desc.: Windshear alerting function failure.
• Windshear alerting not available during take-off and landing.
• WINDSHEAR & WINDSHEAR alerts on PFD inoperative.
• Windshear aurals inoperative.
• Pitch guidance not available.
———— END ————

Volume 1 Flight Crew Operating Manual REV 59, Feb 27, 2009
05−17−2 CSP 700−6
PERFORMANCE
GENERAL

1. CERTIFICATION PERFORMANCE DATA

The Global Express airplane performance data and information is found in the Airplane Flight
Manual, CSP 700−1 or CSP 700−1A.

2. OPERATIONAL LANDING DISTANCE (OLD)

OLD is to be used in flight to assess landing conditions at time of arrival, which may have
changed. As conditions may worsen during the flight, the more precise OLD model provides
greater accuracy in estimating landing distances. Tables to determine OPERATIONAL LANDING
DISTANCES in PERF−03 are provided for the following conditions.
• Runway surface condition − Pilot Reported Braking Action − Wheel Braking Correlation
• FACTORED OPERATIONAL LANDING DISTANCE (FT) RCC 1 to 6
• FACTORS TO CONVERT FMS DRY TO FOLD
The OLD landing distances can be calculated manually (example 1) or with the FMS (example 2)
using the associated QRH tables.
Example 1 − OLD Landing Data QRH Table Calculations
Question: Using the following conditions:
Airplane weight = 70,000 lb
Pressure altitude = 1411 feet
VREF Increment = 0 knots
Ambient Temperature = 0°C
Reported wind = 5 knots (headwind)
Flap = 30
Engine bleed = Packs ON
APU = ON
Slope = 0%
Runway condition = ATIS reports landing runway “RWY CC RCR covered
with compacted snow...”0°
Thrust Reversers Operative = 2
Autobrake Setting = High
Determine the operational landing distance for the presented conditions and anticipated braking
actions.
Answer: OLD = 5581 feet
Solution:
1. Using the reported Runway Condition Code: In this example Runway Condition Code 3
2. A review of the runway condition code 3 on QRH 1 PERF−03−12 table confirms compacted
snow with equivalent braking action of medium.
3. Determine the OLD (uncorrected):

REV 106, Nov 11, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 06−01−1
PERFORMANCE
GENERAL

2. OPERATIONAL LANDING DISTANCE (OLD) (CONT'D)

Find the correct table (PERF−03−16):
• OPERATIONAL LANDING DISTANCE (OLD): FACTORED OPERATIONAL LANDING
DISTANCES (FT) − RCC 3:
− Using the pressure altitude, airplane weight from the problem and the Runway
Code (from step 1):
− Find the associated OLD: 5334 feet
For approach / landing speed data go to the appropriate table providing ALD / FLD data
for the conditions.
4. Apply the applicable corrections to determine the OLD:
Find the correct table (PERF−03−16)
• OPERATIONAL LANDING DISTANCE PENALTY FACTORS:
− Using the Runway Code (from step 1) and applicable conditions (from the problem)
find the applicable factors:
− Headwind minus 0.4%/kt headwind − 5 kt = −2.0% (see notes)
− 0°C OAT @ 1411 ft pressure altitude: ΔISA = −12°C −0.2%/°C = −2.4% (see
notes)
− VREF is 0 and no factor is applicable (see notes)
− Slope is 0% no factor is applicable (see notes)
− Using the OLD (from step 2) sum all the applicable factors together (in this case two
factor apply): −2.0% (headwind) + −2.4% (temp correction) = −4.4%
− 5334 − 4.4% = 234 feet (234.696 rounded down)
− 5344 − 234 = 5110 feet
Using the corrected OLD of 5110 multiply only one of the aircraft configuration
items (in this case autobrake)
5110 x 1.10 (High autobrake) = 5621
The final Factored Operational Landing Distance (FOLD) is 5621 feet.
What if: In this example if the approach speed were adjusted due to turbulence to VREF +5, then
there would be an additional factor of 7.5% added to the initial conditions (from the OLD table
notes) and the OLD for that condition would be −4.4% + 7.5% (VREF +5) = 3.1%. 5621 x 1.031 =
5796 feet (5795.25 rounded up).
Using the corrected OLD of 5796 multiply the aircraft configuration item (in this case autobrake)
5796 x 1.10 (High autobrake) = 6376 (6375.6 rounded up)
What if: In the same example a correction was required for Multifunction Spoiler Inoperative
MMEL. As only one factor can be applied the Autobrake would need to be removed from the
calculation (max manual braking assumed) and the MFS Inop factor of 1.06 (from the OLD table
notes) is applied.
The corrected value to use is 5796 feet (headwind, temperature and VREF +5).
Using the corrected OLD of 5796 multiply the aircraft configuration item (in this case MFS inop)
5796 x 1.06 (MFS inop) = 6144 (6143.76 rounded up).
Example 2 − OLD Landing Data − FMS Calculation Method

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
06−01−2 CSP 700−6
PERFORMANCE
GENERAL

2. OPERATIONAL LANDING DISTANCE (OLD) (CONT'D)

Calculations Question: Using the following conditions:
Runway Condition Code = RCC3
Autobrake Setting = High
VREF Increment = 0 knots
Ambient Temperature = 0°C
Reported wind = 5 knots (headwind)
Flap = 30
(Ambient Temperature of 0°C at 1411 ft = ISA−12°C)
Find the correct table: PERF−03−20
To conservatively increase FMS DRY ALD to the required Factored Operational Landing
Distance (FOLD) using a FACTOR, the table is entered with Autobrake HIGH, RCC 3, UP TO:
VREF +0, ISA:
FACTOR 2.67
Enter the factor 2.67 into the FMS ARR PERF page FACTOR input. The LFL field will provide a
conservative estimate of FOLD.

3. FLIGHT PLANNING AND CRUISE CONTROL PERFORMANCE DATA

The Global Express flight planning and cruise performance calculations are provided in the
following:
• Flight Planning and Cruise Control Manual − Metric Version − CSP 700−23
• Flight Planning and Cruise Control Manual − Imperial Version − CSP 700−23

4. EMERGENCY PROCEDURES - LANDING DISTANCE FACTORS

Background information on the assumptions used during the calculation of landing distance
factors for emergency procedures is provided in the following table:
CONDITION SLAT / ANTI-SKID WHEEL GROUND FLIGHT FACTOR FACTOR
/ MESSAGE FLAP SYSTEM BRAKES SPOILERS SPOILERS WITHOUT WITH TR
TR
NORM OUT / 30 INOP 4 3 3 1.95 (95%) 1.78 (78%)
BRAKE
FAIL
(Warning)

5. NON-NORMAL PROCEDURES — LANDING DISTANCE FACTORS

Background information on the assumptions used during the calculation of landing distance
factors for non-normal procedures is provided in the following table:
CONDITION SLAT / ANTI-SKID WHEEL GROUND FLIGHT FACTOR FACTOR
/ MESSAGE FLAP SYSTEM BRAKES SPOILERS SPOILERS WITHOUT WITH TR
TR
Single OUT / 30 3 4 3 3 1.30 (30%) 1.25 (25%)
Engine

REV 106, Nov 11, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 06−01−3
PERFORMANCE
GENERAL

5. NON-NORMAL PROCEDURES — LANDING DISTANCE FACTORS (CONT'D)

CONDITION SLAT / ANTI-SKID WHEEL GROUND FLIGHT FACTOR FACTOR
/ MESSAGE FLAP SYSTEM BRAKES SPOILERS SPOILERS WITHOUT WITH TR
TR
SLAT / OUT / 16 3 4 3 3 1.41 (41%) 1.36 (36%)
FLAP FAIL
OUT / 6 3 4 3 3 1.45 (45%) 1.40 (40%)
(Caution)
OUT / 0 3 4 3 3 1.53 (53%) 1.48 (48%)
IN / 0 3 4 3 3 1.98 (98%) 1.88 (88%)
FLAP FAIL OUT / 16 3 4 3 3 1.41 (41%) 1.36 (36%)
(Caution)
OUT / 6 3 4 3 3 1.45 (45%) 1.40 (40%)
OUT / 0 3 4 3 3 1.53 (53%) 1.48 (48%)
IN / 0 3 4 3 3 1.98 (98%) 1.88 (88%)
SLAT FAIL IN / 30 3 4 3 3 1.60 (60%) 1.50 (50%)
(Caution)
Flight OUT / 30 3 4 3 3 1.45 (45%) 1.40 (40%)
Spoilers
Jammed −
Extended
Flight OUT / 30 3 4 3 INOP 1.35 (35%) 1.30 (30%)
Spoilers
Jammed −
Retracted
FLT OUT / 30 3 4 3 INOP 1.35 35%) 1.30 (30%)
SPOILERS
FAIL
(Caution)
FLT OUT / 30 3 4 3 INOP 1.35 (35%) 1.30 (30%)
SPOILERS
FAULT
(Advisory)
ROLL OUT / 30 3 4 3 INOP 1.55 (55%) 1.45 (45%)
SPOILERS
FAIL
(Caution)
GND LIFT OUT / 30 3 4 INOP 3 1.35 (35%) 1.30 (30%)
DUMP
(Caution or
Advisory)
STALL OUT / 30 3 4 3 3 1.60 (60%) 1.50 (50%)
PROTECT
FAIL
(Caution)

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
06−01−4 CSP 700−6
PERFORMANCE
GENERAL

5. NON-NORMAL PROCEDURES — LANDING DISTANCE FACTORS (CONT'D)

CONDITION SLAT / ANTI-SKID WHEEL GROUND FLIGHT FACTOR FACTOR
/ MESSAGE FLAP SYSTEM BRAKES SPOILERS SPOILERS WITHOUT WITH TR
TR
STALL OUT / 30 3 4 3 3 1.60 (60%) 1.50 (50%)
WARN
ADVANCE
(Advisory)
HYD 1 LO OUT / 30 3 4 50 % 50 % 1.67 (67%) 1.61 (61%)
PRESS
(Caution)
HYD 2 LO OUT / 30 3 2 3 50 % 2.26 2.14
PRESS (126%) (114%)
(Caution)
HYD 3 LO OUT / 30 3 2 50% 3 2.26 2.02
PRESS (126%) (102%)
(Caution)
or
HYD 3 HI
TEMP
(Caution)
HYD 1 LO OUT / 30 3 2 INOP 50 % 2.71 2.50
PRESS (171%) (150%)
(Caution)
and
HYD 3 LO
PRESS
(Caution)
HYD 1 LO OUT / 30 3 2 50% INOP 2.82 BOTH TRs
PRESS (182%) INOP
(Caution)
and
HYD 2 LO
PRESS
(Caution)
HYD 2 LO OUT / 30 Braking via 4 50 % 50 % 2.71 2.55
PRESS EMER / (171%) (155%)
(Caution) PARK
and BRAKE
HYD 3 LO handle
PRESS
(Caution)
Ice OUT / 30 3 4 3 3 1.55 (55%) 1.50 (50%)
Dispersal
Procedure
L (R) INBD OUT / 30 3 3 3 3 1.37 (37%) 1.31 (31%)
BRAKE
FAIL
(Caution)

REV 106, Nov 11, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 06−01−5
PERFORMANCE
GENERAL

5. NON-NORMAL PROCEDURES — LANDING DISTANCE FACTORS (CONT'D)

CONDITION SLAT / ANTI-SKID WHEEL GROUND FLIGHT FACTOR FACTOR
/ MESSAGE FLAP SYSTEM BRAKES SPOILERS SPOILERS WITHOUT WITH TR
TR
L (R) OUT / 30 3 3 3 3 1.37 (37%) 1.31 (31%)
OUTBD
BRAKE
FAIL
(Caution)
BRAKE OUT / 30 3 2 3 3 1.70 (70%) 1.55 (55%)
50%
DGRADED
(Caution)
PARK OUT / 30 Braking 4 3 3 2.25 2.00
BRAKE ON controlled (125%) (100%)
(Caution) through
emergency
/ parking
brake
INBD BRK OUT / 30 3 2 3 3 1.70 (70%) 1.55 (55%)
LO PRESS
(Caution)
or
OUTBD
BRK LO
PRESS
(Caution)
WOW FAIL OUT / 30 3 4 3 3 1.20 (20%) 1.17 (17%)
(Caution)

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
06−01−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

CHAPTER 07 - SUPPLEMENTARY PROCEDURES

Page

TABLE OF CONTENTS 07−00−1

General 07−09−1
Detection 07−09−1
Effects 07−09−1
Procedures 07−09−1
General 07−09−1
Flight Through Volcanic Ash / Dust 07−09−2

NOISE ABATEMENT DEPARTURE PROCEDURES

Introduction 07−10−1
Noise Abatement Departure Procedures (NADP) 07−10−1
General 07−10−1
Standard NADP (NADP2) 07−10−1
Close-In NADP (NADP1) 07−10−2

GO / NO GO GUIDE
Go / No Go Guide − Introduction 07−11−1
Purpose 07−11−1
Limitations 07−11−1
Use of This List 07−11−1
Go / No Go Guide 07−11−2

STANDARD INSTRUMENT DEPARTURE (SID) CLIMB PERFORMANCE

Introduction 07−12−1
PERFORMANCE 07−12−2
SID Climb Data 07−12−2

Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
07−00−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

Page

STANDARD INSTRUMENT DEPARTURE (SID) CLIMB PERFORMANCE

TAKE-OFF WEIGHT LIMITED BY SID CLIMB REQUIREMENTS, ONE
ENGINE INOPERATIVE 07−12−3
TAKE-OFF WEIGHT LIMITED BY SID CLIMB REQUIREMENTS,
ALL-ENGINES OPERATING 07−12−3
One Engine Inoperative 07−12−8
Slat Out / Flap 0° 07−12−8
Slat Out / Flap 6° 07−12−16
All Engines Operating 07−12−24
Slat Out / Flap 0° 07−12−24
Slat Out / Flap 6° 07−12−32

MANUAL OIL SYSTEM SERVICING

Manual Oil Servicing Procedures 07−13−1
General 07−13−1
Engine Oil Tank Check with the Sight Glass 07−13−2
Manual Engine Oil Tank Replenishment 07−13−6
Visual Check of the Oil Replenishment Tank Quantity 07−13−6
Manual Refill of the Oil Replenishment Tank 07−13−9

FUEL VENT SYSTEM SCAVENGING

Fuel Vent System Scavenging 07−14−1
General 07−14−1
Fuel Vent System Scavenging 07−14−1

SINGLE ENGINE TAXI

General 07−15−1
Limitations 07−15−1
Recommendations 07−15−1
Engine and Systems Management 07−15−1
TAXI 07−15−2
TAKEOFF 07−15−2

BATTERY DISCONNECT/CONNECT
Disconnect the Batteries 07−16−1
Disconnect the Avionics Battery 07−16−1
Disconnect the APU Battery 07−16−2

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CSP 700−6 07−00−5
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

Page

BATTERY DISCONNECT/CONNECT
Connect the Batteries 07−16−2
Connect the APU Battery 07−16−3
Connect the Avionics Battery 07−16−3
Battery Connection Check 07−16−4

PARKING
Short−term parking 07−17−1
Long−term parking 07−17−3

OPERATIONS IN HIGH LATITUDE AND POLAR REGION AIRSPACE

Introduction 07−18−1
General 07−18−1
References 07−18−1
Limitations 07−18−1
Non−normal Procedures 07−18−1
Normal Procedures 07−18−1
Performance 07−18−1
Pre−Flight 07−18−2
In−Flight 07−18−2
General Guidance 07−18−6
Polar Flight Radiation Exposure Management Program 07−18−6
Long−Range Crew Rest Requirements 07−18−6
Operational Approval 07−18−6
Airspace General Guidance 07−18−6
Communications 07−18−7
Diversions 07−18−8

SYSTEM DEACTIVATION, SECURING OF CIRCUIT BREAKERS, INSTALLATION OF

INOPERATIVE PLACARDS
Introduction 07−19−1
Description 07−19−1
System deactivation, securing circuit breakers (CB) 07−19−1
INOPERATIVE Placard: 07−19−3
Procedure 07−19−3
Opening and locking CB via EMS CDU (from IN to LOCKED) 07−19−3

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07−00−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

Page

SYSTEM DEACTIVATION, SECURING OF CIRCUIT BREAKERS, INSTALLATION OF

INOPERATIVE PLACARDS
Opening and locking thermal CBs 07−19−3
Installation of INOPERATIVE placard 07−19−4

LIST OF ILLUSTRATIONS

COLD WEATHER OPERATIONS

Figure 07−01−1 Airplane Critical Surfaces for Cold Weather Operations 07−01−4
Table 07−01−1 Maximum Depths of Runway Contaminants Covering an
Appreciable Part of the Runway 07−01−7
Table 07−01−2 Standing Water or its Equivalent in Slush or Loose Snow 07−01−7
Table 07−01−3 Snowfall Intensities as a Function of Prevailing Visibility 07−01−18
Table 07−01−4 Active Frost Holdover Times − Flaps Retracted Prior to
Deicing/Anti−icing 07−01−22
Table 07−01−5 Active Frost Holdover Times − Flaps Deployed Prior to
Deicing/Anti−icing 07−01−23
Table 07−01−6 Holdover Times for Snow Mixed with Freezing Fog for SAE
Type I, Type II, Type III and Type IV Fluids − Flaps
Retracted 07−01−24
Table 07−01−7 Holdover Times for Snow Mixed with Freezing Fog for SAE
Type I, Type II, Type III and Type IV Fluids − Flaps
Deployed 07−01−25
Table 07−01−8 Type I Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti−Icing 07−01−26
Table 07−01−9 Type I Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti−Icing 07−01−27
Table 07−01−10 Type II Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti−Icing 07−01−28
Table 07−01−11 Type II Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti−Icing 07−01−29
Table 07−01−12 AllClear Unheated Type III Fluid Holdover Times − Flaps
Retracted Prior to Deicing/Anti−Icing 07−01−30
Table 07−01−13 AllClear Unheated Type III Fluid Holdover Times − Flaps
Deployed Prior to Deicing/Anti−Icing 07−01−31
Table 07−01−14 Type IV Fluid Holdover Times − Flaps Retracted Prior to
Deicing/Anti−Icing 07−01−32
Table 07−01−15 Type IV Fluid Holdover Times − Flaps Deployed Prior to
Deicing/Anti−Icing 07−01−33
Table 07−01−16 Type III Fluids Ice Pellet and Small Hail Allowance Times −
Slats/Flaps Retracted Prior to Deicing/Anti-Icing 07−01−36

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TABLE OF CONTENTS

Page

LIST OF ILLUSTRATIONS

COLD WEATHER OPERATIONS

Table 07−01−17 Type III Fluids Ice Pellet and Small Hail Allowance Times −
Slats/Flaps Deployed Prior to Deicing/Anti-Icing 07−01−37
Table 07−01−18 Type IV Fluids Ethylene Glycol (EG) Fluids Ice Pellet and
Small Hail Allowance Times Slats/Flaps Retracted Prior
to Deicing/Anti−Icing 07−01−38
Table 07−01−19 Type IV Fluids Ethylene Glycol (EG) Fluids Ice Pellet and
Small Hail Allowance Times Slats/Flaps Deployed Prior
to Deicing/Anti−Icing 07−01−39
Table 07−01−20 Type IV Fluids Propylene Glycol (PG) Fluids Ice Pellet and
Small Hail Allowance Times Slats/Flaps Retracted Prior
to Deicing/Anti−Icing 07−01−40
Table 07−01−21 Type IV Fluids Propylene Glycol (PG) Fluids Ice Pellet and
Small Hail Allowance Times Slats/Flaps Deployed Prior
to Deicing/Anti−Icing 07−01−41
Table 07−01−22 Type I Fluid Application Guidelines 07−01−47
Table 07−01−23 Type II and Type IV Fluid Application Guidelines 07−01−49
Table 07−01−24 Type III Fluid Application Guidelines 07−01−51

ENGINE STARTING
Figure 07−03−1 Stabilizer Trim Setting for Take-Off − Slat OUT / FLAP 6° 07−03−24
Figure 07−03−2 Stabilizer Stab Setting for Take-Off − Slat OUT / FLAP 16° 07−03−25

STANDARD INSTRUMENT DEPARTURE (SID) CLIMB PERFORMANCE

Figure 07−12−1 SID Climb Angle 07−12−1
Figure 07−12−2 Airport Pressure Altitude: SL, Engine Bleeds Open Packs
On 07−12−8
Figure 07−12−3 Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open
Packs On 07−12−9
Figure 07−12−4 Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open
Packs On 07−12−10
Figure 07−12−5 Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open
Packs On 07−12−11
Figure 07−12−6 Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open
Packs On 07−12−12
Figure 07−12−7 Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open
Packs On 07−12−13
Figure 07−12−8 Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open
Packs On 07−12−14

Volume 1 Flight Crew Operating Manual REV 116, Mar 30, 2023
07−00−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

Page

STANDARD INSTRUMENT DEPARTURE (SID) CLIMB PERFORMANCE

Figure 07−12−9 Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open
Packs On 07−12−15
Figure 07−12−10 Airport Pressure Altitude: SL, Engine Bleeds Open Packs
On 07−12−16
Figure 07−12−11 Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open
Packs On 07−12−17
Figure 07−12−12 Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open
Packs On 07−12−18
Figure 07−12−13 Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open
Packs On 07−12−19
Figure 07−12−14 Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open
Packs On 07−12−20
Figure 07−12−15 Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open
Packs On 07−12−21
Figure 07−12−16 Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open
Packs On 07−12−22
Figure 07−12−17 Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open
Packs On 07−12−23
Figure 07−12−18 Airport Pressure Altitude: SL, Engine Bleeds Open Packs
On 07−12−24
Figure 07−12−19 Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open
Packs On 07−12−25
Figure 07−12−20 Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open
Packs On 07−12−26
Figure 07−12−21 Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open
Packs On 07−12−27
Figure 07−12−22 Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open
Packs On 07−12−28
Figure 07−12−23 Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open
Packs On 07−12−29
Figure 07−12−24 Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open
Packs On 07−12−30
Figure 07−12−25 Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open
Packs On 07−12−31
Figure 07−12−26 Airport Pressure Altitude: SL, Engine Bleeds Open Packs
On 07−12−32
Figure 07−12−27 Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open
Packs On 07−12−33
Figure 07−12−28 Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open
Packs On 07−12−34

REV 116, Mar 30, 2023 Flight Crew Operating Manual Volume 1
CSP 700−6 07−00−9
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS

Page

STANDARD INSTRUMENT DEPARTURE (SID) CLIMB PERFORMANCE

Figure 07−12−29 Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open
Packs On 07−12−35
Figure 07−12−30 Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open
Packs On 07−12−36
Figure 07−12−31 Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open
Packs On 07−12−37
Figure 07−12−32 Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open
Packs On 07−12−38
Figure 07−12−33 Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open
Packs On 07−12−39

MANUAL OIL SYSTEM SERVICING

Figure 07−13−1 Engine Oil Tank Components 07−13−4
Figure 07−13−2 Airframe Oil Tank 07−13−8

BATTERY DISCONNECT/CONNECT
Figure 07−16−1 Forward Equipment Compartment Door 07−16−5
Figure 07−16−2 Avionics Battery 07−16−6
Figure 07−16−3 Aft Equipment Compartment Door 07−16−7
Figure 07−16−4 APU Battery 07−16−8

OPERATIONS IN HIGH LATITUDE AND POLAR REGION AIRSPACE

Figure 07−18−1 Magnetic Variation Northern and Southern Latitude
Cutouts 07−18−4

SYSTEM DEACTIVATION, SECURING OF CIRCUIT BREAKERS, INSTALLATION OF

INOPERATIVE PLACARDS
Figure 07−19−1 EMS CDU 07−19−2
Figure 07−19−2 Inoperative Placard 07−19−3
Figure 07−19−3 Circuit Breaker − Red Ring 07−19−4

Volume 1 Flight Crew Operating Manual REV 116, Mar 30, 2023
07−00−10 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

1. GENERAL
The winter season presents additional problems to airplane operation resulting from low
temperatures, the potentially hazardous effects of precipitation contaminating the airplane and
the aircraft movement area, and extreme turbulence. Removal of these contaminants on runway
surfaces, taxiways, aprons, holding bays and other areas, rests on the administration of the
airports concerned, based on flight safety and schedule considerations. However, it is the
ultimate responsibility of the pilot-in-command (PIC) to see to it that the airplane is in a condition
for safe flight prior to take-off. Use of the ATIS or other means to acquire accurate ambient
temperature and other pertinent meteorological conditions can not be overemphasized. The
indicated SAT on EFIS cannot be used before take-off since the TAT probe gives inaccurate
readings on the ground when the airplane is static or at low forward speed.
Adherence to the procedures in this section ensures an aerodynamically clean aircraft before
take-off. When operating in such conditions, these procedures account for operational hazards
associated with frozen contamination.
In all cases, it is assumed that the prior decision to operate is based on the general rules of good
airmanship applicable in cold weather operations and on the assurance that the operational and
system limitations shown in Chapter 2 "LIMITATIONS" will not be exceeded. Under these
provisions, the procedures given in the following have been provided to supplement the normal
operating procedures with the goal of enhancing safety of flight and assisting in obtaining
maximum performance from the airplane. In no circumstances, however, do they warrant
operations in conditions imposing demands beyond the capabilities of the airplane or its flight
crew.

2. DEFINITIONS
A. Cold Weather Operations
Cold weather operations refer to ground handling, take-offs and landings conducted on
surface conditions where frozen moisture is present. These conditions are commonly
encountered when the surface temperature is at or below 0°C (32°F), although frozen
moisture may be present and persist for a significant time at higher temperatures. Two
examples of this latter condition are:
1. Penetration of heavy frozen precipitation layer when the surface temperature is near
freezing;
2. Formation of frozen condensation on airframe surfaces in contact with cold fuel.
When operating in such conditions, supplementary procedures are required to account for
two categories of operational hazards associated with frozen contamination:
1. Performance losses and degradation of the airplane’s handling characteristics caused
by contamination of aerodynamically critical surfaces.
2. Ground handling difficulties and performance penalties on take-off and landing caused
by the contamination of runways and airplane movement areas.
Cold soaking is the effect cold fuel in the tanks may have on moisture present on the upper
and lower wing surfaces. If fuel temperature is 0°C (32°F) or below, it is possible to have clear
ice or frost on the wing with the ambient air temperatures above freezing. The wing surfaces
must be below freezing temperatures for frost to form, even though the ambient temperatures
may be above freezing.

REV 63, Dec 22, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−1
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

2. DEFINITIONS (CONT'D)
B. Contaminants
(1) SLUSH
Slush is snow saturated with water which displaces with a splatter when stepped on
firmly. It is encountered at temperatures up to 5°C (41°F).
(2) WET SNOW
Wet snow will easily stick together and tends to form a snowball if compacted by hand.
(3) DRY SNOW
Dry snow is loose and can easily be blown. If compacted by hand, it will readily fall apart
again.
(4) FROST
Frost forms from the slow deposition of ice crystals on cold surfaces, directly from water
vapor in the air. The frost forming surface must be below freezing temperatures for frost
to form even though the ambient temperature may be above freezing. Frost appears as a
white crystalline deposit that usually develops uniformly on exposed surfaces during
below-freezing, calm and cloudless nights with a high ambient dewpoint. When the
deposit is thin enough for surface features underneath, such as paint lines, markings and
lettering, to be distinguished it is referred to as hoarfrost.
(5) ICE
Two types of ice, rime ice and clear ice, commonly affect aircraft operations:
(a) Rime ice:
Although rime ice is more commonly found in flight, it may occur on the ground when
conditions are favorable. Rime ice may occur on the ground in low temperatures with
a low concentration of small super-cooled water droplets and moderate winds. It
appears as an opaque and rough ice surface that adheres to surfaces exposed to
wind. It can easily be detected and is easily removed by application of
deicing/anti-icing fluids.
(b) Clear ice:
Clear ice can occur in flight or on the ground. It forms at temperatures at or just below
0°C (32°F) with a high concentration of large super-cooled water droplets. Clear ice is
hard, and appears as a smooth and glassy coating that can be very difficult to detect
without a tactile inspection. Clear ice may not be seen during a walkaround,
particularly if the wing is wet or during night time operations. Clear ice adheres firmly
to surfaces and is difficult to remove, requiring special care during deicing/anti−icing.
(6) ICE PELLETS
Ice pellets are transparent or translucent pellets of ice, 5 mm or less in diameter. They
may be spherical, irregular, or sometimes conical in shape. Ice pellets usually bounce
when hitting hard ground, and make a sound upon impact.
(7) DEHYDRATED DEICING/ANTI-ICING FLUIDS
If deicing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluid can
become a contaminant. Deicing, and especially anti-icing fluids are designed to adhere to
airplane surfaces and shear off at speeds approaching take-off speeds.

Volume 1 Flight Crew Operating Manual REV 77, Sep 10, 2013
07−01−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

2. DEFINITIONS (CONT'D)
B. Contaminants (Cont’d)
If left on airplane surfaces for long periods of time (overnight), they may dehydrate and
form a gel or dried deposit that will not shear off, even at high speeds. This contaminant
will severely affect airplane performance and lift.
C. Critical Surfaces
Critical surfaces are defined to be wings, horizontal stabilizer, vertical stabilizer, control
surfaces and engine inlets. If the upper surface of the fuselage is contaminated with frost
through which it is not possible to distinguish surface features, markings and lines, or
contaminated with ice or snow, then the surface must be deiced. The upper surface may be
deiced with a one step procedure prior to flight. Refer to Figure 07−01−1.

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−3
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

2. DEFINITIONS (CONT'D)
C. Critical Surfaces (Cont’d)

DO NOT SPRAY
DEICING/ANTI−ICING
FLUID IN ENGINE INLETS

DO NOT SPRAY DEICING/ANTI−ICING

FLUID ON WHEEL BRAKE ASSEMBLIES

GF0701_017

DO NOT SPRAY
DEICING/ANTI−ICING
FLUID IN APU INLET

Airplane Critical Surfaces for Cold Weather Operations

Figure 07−01−1

Volume 1 Flight Crew Operating Manual REV 98, Oct 25, 2018
07−01−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

2. DEFINITIONS (CONT'D)
D. Holdover Time
Holdover time is the estimated time that an application of an approved deicing/anti-icing fluid
is effective in preventing frost, ice, or snow from adhering to treated surfaces. Holdover time
is calculated as beginning at the start of the final application of an approved deicing/anti-icing
fluid and as expiring when the fluid is no longer effective.
The fluid is no longer effective when its ability to absorb more precipitation has been
exceeded. This produces a visible surface build-up of contamination.
E. Lowest On-wing Viscosity
Lowest viscosity of a liquid for which the applicable holdover time table can still be used.
F. Maximum On-wing Viscosity
Maximum viscosity of a fluid which is still aerodynamically acceptable.

3. LIMITATIONS
A. Cold Weather Limitations
The limitations established in Chapter 2 of the basic Airplane Flight Manual are applicable,
with the addition of the following:

NOTE
The cold weather limitations given below are cumulative as
temperature decreases.

• The engine oil temperature must be at or above +20°C (68°F) before accelerating above
IDLE.
• Make sure that the oil pressure is less than 130 psi within 10 minutes after engine start.
• The engine fuel temperature must be at least 5°C (41°F) before take−off.
• If the oil temperature is less than 0°C (32°F) before start, run the engine at IDLE for at
least 10 minutes and keep the generator load to no more than 20 kVA until the oil
temperature is 0°C (32°F) or above.
• If the aircraft has been in below freezing temperatures for more than 10 hours, check that
the thrust reversers deploy and stow cycles are each less than five seconds.
• The oil replenishment system may not be used at temperatures of −12°C (10.4°F) or
lower.
• The batteries should be removed from the aircraft for cold soaks of lower than −20°C
(−4°F).
• The APU should not be started if the APU battery temperature is less than −25°C (−13°F).
• If the aircraft was at −30°C (−22°F) for more than 10 hours, the engines must be dry
cranked until the oil temperature is more than −30°C (−22°F).
• The minimum ambient temperature for take−off is −40°C (−40°F).

REV 86, Nov 04, 2015 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−5
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

3. LIMITATIONS (CONT'D)

Effectivity:
• Airplanes 9002 to 9334 not incorporating Service Bulletin:
• SB 700−25−024, Introduction of New Goodrich Crew Seats.
A. Crew Pilot Seats Cold Weather Stowing
Prior to the airplane being cold soaked at an ambient temperature of −20°C (−4°F) or below
for a period longer than one hour, the following is required: Stow the flight crew seat as per
the following procedure:
• Raise the seats to full height (vertical adjustment).
• Bring the seats back into most upright position (recline adjustment).

CAUTION
If the aircraft is exposed to an outside air temperature of
−35°C (−31°F) or below for a period longer than one hour and
the Crew Pilot Seats Cold Weather Stowing Procedure above
has not been followed, there is a possibility of failure of the
seat vertical and/or recline adjustment. It is recommended that
the seats are occupied and checked for proper vertical and
recline function prior to aircraft operation.
If the aircraft is exposed to an outside air temperature of −35°C (−31°F) or below for a
period longer than one hour, provided that the Crew Pilot Seats Cold Weather Stowing
Procedure above has been followed, the APU should be started and the cabin
temperature brought to −20°C (−4°F) or above for a period of 30 minutes. It is
recommended that the seats are occupied and checked for proper vertical and recline
function prior to aircraft operation.
• Before the first flight of the day:
APU (or Engine) bleed and ECS packs must be selected ON to heat aircraft within 60
minutes after removing aircraft from heated hangar.

NOTE
After removing aircraft from a heated hangar, it is
recommended that the Cabin and Flight compartments not be
exposed to a temperature of −35°C (−31°F) or below for a
period longer than one hour unless the crew seats are stowed
as per the Crew Seat Cold Weather Stowing Procedure.

Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
07−01−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

3. LIMITATIONS (CONT'D)
B. Take-off and Landing Limitations

CONTAMINANT TAKE-OFF LANDING

STANDING WATER 6.4 mm (0.25 in) 12.7 mm (0.50 in)
SLUSH 7.6 mm (0.30 in) 15.2 mm (0.60 in)
LOOSE WET SNOW 15.2 mm (0.60 in) 30.5 mm (1.20 in)
LOOSE DRY SNOW 30.5 mm (1.20 in) 61.0 mm (2.40 in)

Maximum Depths of Runway Contaminants Covering an Appreciable Part of the Runway

Table 07−01−1

NOTE
A runway is considered to be contaminated, when more than 25%
of the runway surface area (whether in isolated areas or not), within
the required length and width being used, is covered by more than
3 millimeters (1/8 inch) of standing water or its equivalent in slush
or loose snow (see table below):

STANDING WATER SLUSH LOOSE WET SNOW LOOSE DRY SNOW

Contaminated 3.2 mm (0.125 in) 3.8 mm (0.15 in) 7.6 mm (0.30 in) 15.2 mm (0.60 in)
Rwy
T/O max 6.4 mm (0.25 in) 7.6 mm (0.30 in) 15.2 mm (0.60 in) 30.5 mm (1.2 in)
Ldg max 12.7 mm (0.50 in) 15.2 mm (0.60 in) 30.5 mm (1.20 in) 61.0 mm (2.40 in)

Standing Water or its Equivalent in Slush or Loose Snow

Table 07−01−2

4. AIRFRAME CONTAMINATION
A. Clean Aircraft Concept
The Clean Aircraft Concept (aerodynamically clean) prohibits take-off when frost, ice, snow,
or other contaminants are present on the airplanes critical surfaces. Cold weather operations
present specific challenges in keeping an airplane free of contaminants.
The performance data for this airplane are based on the clean aircraft concept. This means
that all performance values are based on the airplane being aerodynamically clean prior to
take-off. Failure to remove contaminants will result in adverse effects on airplane
performance and flight characteristics. These adverse effects can include the following:
• decreased thrust
• decreased lift
• increased drag
• increased stall speeds
• trim changes
• altered stall characteristics
• altered handling qualities.

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−7
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

4. AIRFRAME CONTAMINATION (CONT'D)

A. Clean Aircraft Concept (Cont’d)
The removal procedures for frost, ice and snow from the surfaces of the airplane prior to
take-off, as described in this section, depend upon the deicing/anti-icing facilities, methods
and types of fluid available at the airports involved. Deicing/anti-icing must be accomplished
at the last possible time prior to take-off to maximize the time that anti-icing will be able to
provide protection (holdover time).
The following general precautions must be observed in cold weather operations:
(1) It must never be assumed that an apparently dry and loose form of frozen moisture, for
example, dry snow, will be removed by the slipstream during the initial take-off roll. For
instance, on an airplane removed from a warm hangar, a dry snowfall that remains free
and uncompacted on the ground may melt and later refreeze to form ice that sticks to
the surfaces of the airplane.
(2) Before each flight, a thorough inspection of critical surfaces must be made to determine
the extent of contamination on them. This inspection must be made by the PIC or by
other trained and approved personnel qualified to report its results directly to the PIC.
Deicing and anti-icing are part of flight operations and remain under the authority of the
PIC.
(3) After deicing, another inspection, subject to the same qualifications mentioned in
paragraph (2) above, must be made to confirm that all contamination is removed.
(4) If during the period between the completion of deicing and take-off there is the
possibility that the critical surfaces may again be contaminated, anti-icing protection,
usually in the form of deicing/anti-icing fluid, must be provided. The period of effective
anti-icing, known as holdover time, must be longer than the period between deicing and
take-off. Holdover times start at the beginning of the final deicing procedure.
(5) If during the conditions described in paragraph (4) above, take-off cannot be started
prior to the expiration of the holdover time, the airplane must again be inspected and
deiced, if necessary, before attempting take-off.
If ice, snow or frost is found on the airplane, accomplishing a two-step deicing/anti-icing
procedure will remove the contamination and provide limited anti-ice protection. When visible
precipitation continues to fall, extended anti-ice protection is required. In such cases, the
application of deicing/anti-icing fluids must be accomplished in two separate steps which will
provide adequate protection in most environmental conditions. The characteristics of the
various deicing/anti-icing fluids used in carrying out these operations are described later in
this section.
B. Wet Aircraft and Temperatures Greater Than 0°C (32°F) but Less Than 5°C (41°F)
Consideration of the following should be made as to whether the aircraft should be
deiced/anti-iced:
(1) Conditions such as wind and forecast temperature. If temperatures are dropping or are
forecast to drop, treatment with SAE Type I fluid should be considered.
(2) When an aircraft is wet due to light rain or mist and the AFM icing definition of "visible
moisture" and "less than 5°C (41°F)" is satisfied. In such a situation, the AFM limitations
require the use of wing anti-ice for take-off.

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
07−01−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

4. AIRFRAME CONTAMINATION (CONT'D)

B. Wet Aircraft and Temperatures Greater Than 0°C (32°F) but Less Than 5°C (41°F)
(Cont’d)
(3) If the aircraft is wet because it has been cleaned with hot water but there is no visible
moisture in the air, then the wing is at the same risk of being contaminated as if the
aircraft was taxiing in slush or pooled water on taxiways/runways. The use of wing
anti-ice is required for such conditions.
C. Clear Ice Due To Cold Fuel
Pilots must be aware of the effect that cold fuel in the tanks may have on moisture present on
the wing upper and lower surfaces. If fuel temperature is 0°C (32 °F) or below, it is possible to
have clear ice on the wing with the temperature above freezing.
Pilots must ensure that the wing upper surface is free of clear ice by means of a tactile
(touch) check. Clear ice must be removed.
D. Frost Due To Cold Soaked Fuel
Wing frost caused by cold soaked fuel can form on the upper and lower surfaces of the wing
even at temperatures significantly above freezing. Frost on the upper surface of the wing
must be removed.
Take-off with the following accumulation of frost, due to cold soaked fuel, on the underside of
the wing fuel tank area is permissible:
• Maximum 3 mm (1/8 inch) layer of frost.
E. Frost On The Upper Surface Of The Fuselage
Frost on the upper fuselage surface is not required to be removed if it is possible to
distinguish surface features (markings and lines). Frost in excess of this must be removed
from the fuselage.

5. PRE-FLIGHT PREPARATION
Low temperatures and precipitation associated with cold weather operations create problems
particularly on the ground, in that frost, ice and snow adhere to and accumulate on the surfaces
of the airplane. The removal procedures for frost, ice and snow from the surfaces of the airplane
as described in "AIRFRAME DEICING, ANTI-ICING AND INSPECTION" of this document,
depend upon the deicing/anti-icing facilities, methods and types of fluid available at the airports
involved.
Take-off must not be attempted if frost, ice or snow is present in any amount and/or adhering to
any critical surfaces of the aircraft. This is referred to as "the clean aircraft concept".
Deicing/anti-icing must be accomplished at the last possible time prior to take-off to maximize the
time that anti-icing will be able to provide protection (holdover time).

REV 98, Oct 25, 2018 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−9
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

5. PRE-FLIGHT PREPARATION (CONT'D)

A. External Safety Inspection
The flight crew should be diligent during the pre-flight preparation to inspect areas where
adherence and accumulation of frost, ice and snow seriously affect normal systems
operations.
(1) All protective covers..................................................................................... Removed
• Probe covers (Pitot / static probes, AOA vanes, TAT, ice detectors and fuel blanking
(NACA) vent covers)
• Intake and exhaust covers (engines, APU, ram air scoop, air conditioning packs)
(2) Pitot / static probes .............................................................. Clear and not obstructed
(3) AOA Vanes ........................................................................................ Free movement
(4) Windshield .................................................................................... Free of ice or snow
(5) Airplane surfaces .............................................................. Free of frost, ice and snow
• The wing and tail surfaces must be free of frost, ice and snow, as well as water
accumulation. Light rime or thin hoar frost on the upper surface of the fuselage is
acceptable, provided all vents and ports are clear and not obstructed.

WARNING

Do not touch the cold surfaces of the aircraft with your bare
hands. Always use approved protection. Cold metal surfaces
can cause tissue damage and injury to person.
t

Volume 1 Flight Crew Operating Manual REV 52, Nov 10, 2006
07−01−10 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

5. PRE-FLIGHT PREPARATION (CONT'D)

A. External Safety Inspection (Cont’d)

CAUTION
Clear ice could build-up on the upper surface of the wings if
visible moisture is present and the ambient temperature is at or
below freezing, or at ambient temperatures above freezing, with
subfreezing temperature fuel (0°C or below) in contact with the
underside of the upper wing skin. Any condensation, fog, drizzle
or rain contacting the chilled upper wing surface quickly freezes
to the exterior surface.
Clear ice is difficult to detect visually. If conditions are favorable
for the formation of clear ice or frost, surfaces should be
examined by means of a physical check ( hand touch) to
confirm the absence of contamination.
In cold weather, water from partially melted contamination can
penetrate into hinges, operating linkages, drains and vents then
refreeze. These areas must be inspected closely to confirm the
absence of frozen contamination.
• Take-off with the following accumulations on the underside of the wing fuel tank area
are permissible:
− Maximum 3 mm (1/8 inch) layer of frost, or
− Maximum 1.5 mm (1/16 inch) layer of ice.
(6) Nosewheel and Main Landing Gear Area....................... Check clear of frost, ice and
snow
• Latching and operating mechanisms are free and clear of any accumulation
(uplocks / downlocks).
• Check electrical components (connectors, cables and micro-switches) for evidence
of water ingress.
• Gear doors are free from accumulations.
• Tire pressure is acceptable and wheels are not frozen to the ground.
(7) APU and air-conditioning intake and exhaust areas........... Clear of frost, ice or snow
(8) Engine inlet and cowlings ................................................... Clear of frost, ice or snow
• Check fan rotation.
• Drain lines are clear.
• Thrust reversers are free of contaminants
(9) Fuel tanks and hydraulic components ............................................ Evidence of leaks
t

REV 63, Dec 22, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−11
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

5. PRE-FLIGHT PREPARATION (CONT'D)

A. External Safety Inspection (Cont’d)
(10) Water system and drain masts ................................................... Evidence of freezing
• Check that potable water system has been refilled (must have been drained as part
of a post-flight procedure).
• Check that lavatory system has been serviced and recharged.
(11) Gear Shock Struts .......................................................................... Evidence of leaks
• Verify proper level of chrome showing.
(12) Brake accumulators ........................................................................ Verify pre−charge
———— END ————
B. Flight Compartment Preparation
NOTE
The purpose of the checklists included herein is to highlight
some points of specific interest.
Precautionary measures for extremely low temperatures (−20°C
or below) entails removal of the airplane batteries.
Ensure that the avionics and APU batteries are installed,
connected and charged.
The Normal procedures checks must also be completed.
Extreme cold soak can cause spurious EFIS / EICAS failure
messages and indications until the temperatures of
avionics/navigation units have reached their normal operating
temperatures.
Extreme cold soak may cause either HBMU to generate L/R
PROBE MON FAIL CAS advisory message during initial aircraft
power−up. In the event of L/R PROBE MON FAIL display, both
HBMU #1 and #2 circuit breakers must be simultaneously
cycled. Ensure that all AC buses and the following heater
systems are powered before both HBMU C/Bs are currently
reset.
− #1, #2, #3 and STBY Pitot−Static Probes
− #1, #2 and #3 TAT
− #1 and #2 AOA
− #1 and #2 YD Actuator Heaters.
The normal operating temperature of the aircraft clock is −15°C
to +55°C. The clock will operate down to −40°C but the display
may be affected and the response time can also increase up to
one second.
t

Volume 1 Flight Crew Operating Manual REV 93, Aug 11, 2017
07−01−12 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

5. PRE-FLIGHT PREPARATION (CONT'D)

B. Flight Compartment Preparation (Cont’d)
NOTE
The Integrated Electronic Standby Instrument type is fully
functional down to −40°C.
The FMS CDU 820 may require up to:
− 60 seconds to warm−up under the temperature
condition between −40°C and −20°C
− 30 seconds to warm−up under the temperature
condition between −20°C and −15°C
− 15 seconds to warm−up under the temperature
condition above −15°C.
The Radio Management Unit is operational down to −20°C. The
RMU display may be slow when operated down to −40 °C.
EMS CDUs will take approximately one minute before they start
to display information.
(1) BATTERY MASTER switch ................................................................................... ON
NOTE
The APU should not be started with the APU battery, if the APU
battery temperature is less than −25°C.
The APU and Avionics batteries should be removed from the
aircraft for cold soaks lower than −20°C (−4°F).

Effectivity:
• Airplanes 9002 thru 9126, 9128, 9129, 9131 thru 9189
not incorporating Service Bulletin:
• SB 700−24−056, Battery System − Deactivation of the
Auxiliary Power Unit (APU) and Avionics Battery
Heater Blankets.
If the APU battery temperature is less than −25°C and in
order to warm it up to above −25°C, external AC power may
be connected and energized to operate the battery heaters.

APU start can be enhanced with the use of an external DC

power unit. If using only the airplane batteries, a slower than
normal start should be expected, depending upon their
condition.
(2) APU ..................................................................................................................... Start
(3) L and R PACKs...................................................................................................... ON
(4) CKPT Temperature Control switch ........................................................... As required
t

REV 93, Aug 11, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−13
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

5. PRE-FLIGHT PREPARATION (CONT'D)

B. Flight Compartment Preparation (Cont’d)

CAUTION
Rapid warming of the cabin may cause damage to interior finishes.
It is recommended that cabin temperature be increased in
1−degree increments until desired cabin temperature is reached.
(1) CABIN Temperature Control switch...................................................................COLD
• To warm up the cabin to a comfortable level (approximately 10°C or higher) before
the passengers enter the plane.
(2) All doors and exits ............................................................................ Check operation
• Check that the main passenger door can be opened properly.
• Check that no doors messages are displayed.

NOTE
For all deicing/anti-icing procedures, refer to "AIRFRAME DEICING,
ANTI-ICING AND INSPECTION" of this document.
———— END ————

Volume 1 Flight Crew Operating Manual REV 92, May 24, 2017
07−01−14 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION

A. General Precautions
Take-off must not be attempted if frost, ice or snow are present in any amount on the wings
and/or adhering to any critical surfaces of the aircraft. This is referred to as "The Clean
Aircraft Concept" (Refer to Transport Canada Aeronautical Information Publication,
Airmanship, Flight Operations, 2−12−2). It is imperative that take-off not be attempted in any
aircraft unless the PIC has determined that all critical components of the aircraft are free of
frost, ice or snow contamination. This requirement may be met if the PIC obtains verification
from properly trained and qualified personnel that the aircraft is ready for flight.
(Transport Canada Airworthiness Notice No. B017, Edition 1)
Of the numerous techniques for complying with The Clean Aircraft Concept, the only method
of ensuring flight safety in icing conditions is by inspecting critical aircraft surfaces and
ensuring that they are clean before take-off regardless of the deicing and anti−icing
procedures used. (Transport Canada Airworthiness Notice No. B017, Edition 1)
As a consequence of these requirements, the following general precautions must be
observed in cold weather operations:
(1) Contrary to the misconception that only the forward section aerodynamic surfaces are
critical areas, all areas of the upper fuselage, the wings and tail surfaces, and their
attached control surfaces, are critical areas as regards the effect of frozen
contamination.
(2) It must never be assumed that an apparently dry and loose form of frozen moisture, for
example, dry snow, will be removed by the slipstream during the initial take-off roll. For
instance, a dry snowfall that remains free and uncompacted on the ground may melt
and later refreeze to form an adhesive layer on the surfaces of an airplane just removed
from a hangar.
(3) Before entering the airplane, a thorough inspection of critical surfaces must be made to
determine the extent of contamination on them. This inspection must be made by the
PIC or by other personnel able to report its results directly to the PIC. This point is made
to emphasize that deicing and anti-icing are in the strict sense flight operations, subject
to the same discretionary authority the PIC exercises during other flight operations.

REV 92, May 24, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−15
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

A. General Precautions (Cont’d)

CAUTION
Pilots must be aware that clear ice could build-up on the upper
surface of the wings if visible moisture is present and the
ambient temperature is at or below freezing, or at ambient
temperatures above freezing, with subfreezing temperature fuel
(0°C or below) in contact with the underside of the upper wing
skin. Any condensation, fog, drizzle or rain contacting the
chilled upper wing surface quickly freezes to the exterior
surface.
Clear ice is difficult to detect visually. If conditions are favorable
for the formation of clear ice or frost, surfaces should be
examined by means of a physical check (hand touch) to confirm
the absence of contamination.

WARNING

Do not touch the cold surfaces of the aircraft with your bare
hands. Always use approved protection. Cold metal surfaces
can cause tissue damage and injury to person.
(4) After deicing, another inspection, subject to the same qualifications mentioned in
paragraph 3. above, must be made to confirm that all contamination is removed.
(5) If during the period between the completion of deicing and take-off, there is the
possibility that the airplane may again be contaminated, anti-icing protection, usually in
the form of persistent deicing/anti-icing fluid, must be provided. The period of effective
anti-icing, known as holdover time, must be longer than the period between deicing and
take-off.
(6) If during the conditions described in paragraph 5. above, take-off cannot be started prior
to the expiration of the holdover time, the airplane must again be inspected and deiced,
if necessary, before attempting take-off.
If ice, snow or frost is found on the airplane, simple deicing may be carried out if there is
assurance that frozen precipitation or other forms of frozen contamination will not be
encountered before take-off. If this assurance cannot be obtained, combined
deicing/anti-icing is mandatory. The common means for carrying out these operations is the
application of deicing/anti-icing fluids, the characteristics of which are described in the
“Deicing/Anti-Icing Fluids” section of this document.
B. Estimating Snowfall Rate
The meteorological approach to estimating snowfall rate has always been based on visibility
alone. Researchers have found that the use of visibility in snow as the sole criteria for
establishing snowfall rate/intensity is invalid. Therefore, a visibility and temperature pair
needs to be used for establishing more accurate snowfall rates. The highest snowfall rates
occur near 0 °C (32 °F).
Snowfall Intensity as a Function of Prevailing Visibility − Table 07−01−3 has been developed
to link snowfall rate to temperature and available light.

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−16 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

B. Estimating Snowfall Rate (Cont’d)
Example for how to use the table: CYVO 160200Z 15011G17KT 1SM −SN DRSN OVC009
M06/M08 A2948
In the above METAR the snowfall intensity is reported as light. However, based upon the
“Snowfall Intensities as a function of Prevailing Visibility” table, with visibility of 1 statue mile,
at night and a temperature of −6°C, the snowfall intensity is classified as moderate. The
snowfall intensity of moderate − not the METAR reported intensity of light − will be used to
determine which holdover time guideline value is appropriate for the fluid in use.

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−17
Volume 1
07−01−18
SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING VISIBILITY

Visibility Day Night

Below -1 C -1 C and above Below -1 C -1 C and above

Statute Miles Meters
Below 30 F 30 F and above Below 30 F 30 F and above

Heavy Heavy Heavy Heavy

Moderate Heavy Heavy Heavy

Moderate Moderate Heavy Heavy

B. Estimating Snowfall Rate (Cont’d)

Light Light Moderate Heavy

Light Light Moderate Moderate

CSP 700−6
Light Light Light Light

Table 07−01−3
Very Light Very Light Light Light

Flight Crew Operating Manual

Very Light Very Light Light Light

Very Light Very Light Very Light Light

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

Very Light Very Light Very Light Very Light

GF0701_053

Snowfall Intensities as a Function of Prevailing Visibility

NOTES
The METAR/SPECI reported visibility or flight crew observed visibility will be used with this visibility table to establish snowfall intensity for Type I, II, III and IV holdover
time guidelines, during snow, snow grain, or snow pellet precipitation conditions. This visibility table will also be used when snow, snow grains, or snow pellets are
accompanied by blowing or drifting snow, or when snow is mixed with ice crystals or freezing fog in the METAR/SPECI.
The use of Runway Visual Range (RVR) is not permitted for determining visibility used with the holdover tables.
Some METARs contain tower visibility as well as surface visibility. Whenever surface visibility is available from an official source, such as a METAR, in either the main
body of the METAR or in the Remarks ( RMK ) section, the preferred action is to use the surface visibility value.

REV 115, Dec 21, 2022

SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

C. Deicing/Anti-Icing Fluids
The application of deicing/anti-icing fluid is the most common means of effecting ground
deicing and anti-ice protection. These fluids are water/glycol solutions, broadly classified as
SAE Type I (AMS 1424), SAE Type II (AMS 1428), SAE Type III (AMS 1428) and SAE
Type IV (AMS 1428). Any deicing/anti-icing fluids approved to these specifications can be
used to deice/anti-ice the airplane provided the manufacturer’s recommendations and
appropriate holdover times are respected.

CAUTION
The same brand name fluid used for the final treatment on one
wing for deicing or ant−icing must be used on the other wing to
ensure aerodynamic symmetry.
• SAE Type I Fluids
In concentrated form, these fluids contain glycols to a minimum concentration of 80%, but
with no thickening agents. Their resulting low viscosity and very short holdover time limits
them to use as deicing agents providing a short period of anti-ice protection.
It is apparent that except in the case of frost or freezing fog, the duration of anti−icing
protection provided by SAE Type I fluid is inadequate, unless take−off can be made
almost immediately after deicing. Therefore, if conditions require effective ground
anti−icing, it is imperative that SAE Type II, III, or IV fluid be available to use.
• SAE Type II and SAE Type IV Fluids
These fluids contain glycols to a minimum concentration of 50% as well as thickening
agents. Their relatively high viscosity permits the application of a layer of fluid that is
effective in deicing and persists for a significant holdover time to provide anti-icing. During
take-off, the slipstream imparts a shear stress to the fluid layer causing it to flow off the
surface to which it was applied.
• SAE Type III Fluids
SAE Type III fluid is a thickened fluid, which has properties that lie between SAE Type I
and SAE Type II/IV fluids, therefore, it provides a longer holdover time than SAE Type I
fluid but less than SAE Type II/IV fluids. SAE Type III fluid also has a much lower viscosity
(thinner) than SAE Type II/IV fluids, allowing it to flow off the aircraft at lower take-off
speeds.

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−19
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines

WARNING

More than one layer of anti-icing will change the aerodynamic

property of the wings. If anti-icing is done more than once, you must
also do the deicing procedure again.

CAUTION
1. Takeoff after the longest applicable holdover time has been exceeded is not
permitted for Type I fluids.
2. Fluids used during ground deicing are not intended for and do not provide
ice protection during flight.
3. The only acceptable decision-making criterion, for takeoff without a
pre-takeoff contamination inspection, is the shorter time within the applicable
holdover time table cell.
4. The time of protection will be shortened in heavy weather conditions, heavy
precipitation rates, or high moisture content.
5. High wind velocity or jet blast may reduce holdover time below the lowest
time stated in the range.
6. Holdover time may be reduced when aircraft skin temperature is lower than
outside air temperature.
7. To use Holdover Time Guidelines in snow conditions, at least 1 litre/m2
(approx. 2 gal./100 sq. ft.) must be applied to the deiced surfaces.
The Holdover Time (HOT) Guidelines are provided for information and guidance purposes.
The HOT Guidelines on their own do not change, create, amend or permit deviations from
regulatory requirements.
The HOT Guidelines may use mandatory terms such as “must”, “shall” and “is/are required”
so as to convey the intent of meeting regulatory requirements and SAE Standards, where
applicable. The term “should” is to be understood, unless an alternative method of achieving
safety is implemented that would meet or exceed the intent of the recommendation.
Having slats/flaps extended prior to deicing/anti−icing, accelerates anti−icing fluid degradation
off aircraft wings and decreases the holdover and allowance to 76% of the slat/flap retracted
times. Holdover and allowance time tables are provided for both retracted and deployed flaps.
The holdover and allowance time tables for flaps retracted prior to deicing/anti−icing, can be
used if flaps are deployed as close to departure as safety allows.
Effective deicing is assured using these fluids if the deicing/anti-icing procedures described in
the following pages are followed correctly. Anti-icing effectiveness, however, is subject to
many more variables than are usually present in deicing. Of fundamental concern to the
aircrew is the calculation of the anti−icing holdover time available after deicing given
prevailing conditions and use of a particular fluid. To provide some assistance in this regard,
the following generic tables are provided to show holdover times for Active Frost and for SAE
Type I, SAE Type II, SAE Type III and SAE Type IV fluids, as influenced by the kind of
freezing precipitation present.

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−20 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)
These tables do not account for all the factors that influence holdover time. Diverse and
individually variable factors such as fluid temperature, relative humidity, wind direction and
speed, can shorten the holdover times shown in these tables significantly.

NOTE
1. Use Snowfall Intensity as a Function of Prevailing Visibility −
Table 07−01−3 to determine snowfall intensity.
2. Guidelines for holdover times and deicing fluid application are
revised every year according to the Transport Canada TP 14052
and associated holdover time guidelines document (Winter
2022−2023 Holdover Time (HOT) Guidelines). The following
tables contain Generic Holdover Time (HOT) and Fluids
Application Procedures for the SAE Type I/II/III/IV
deicing/anti−icing fluids. For the fluid specific Holdover Time
(HOT), use the table that is available at the following Transport
Canada and Federal Aviation Administration web sites:

www.tc.gc.ca/eng/civilaviation/standards/commerce−holdovertime−menu−1877.htm

www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/

NOTE
If one of the above links do not work, please copy and paste this
URL to your Web Browser.

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−21
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

GF0701_038A

Active Frost Holdover Times − Flaps Retracted Prior to Deicing/Anti−icing

Table 07−01−4

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−22 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

GF0701_039B

Active Frost Holdover Times − Flaps Deployed Prior to Deicing/Anti−icing

Table 07−01−5

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−23
Volume 1
07−01−24
HOLDOVER TIMES FOR MIXED SNOW AND FREEZING FOG FOR SAE TYPE I, TYPE II, TYPE III, AND
TYPE IV FLUIDS - FLAPS RETRACTED 1
Concentration
Outside Air Type I2,3 Type I2,4 Outside Air
Type III5,6 Fluid/Water Type II6 Type IV6
Temperature Aluminum Composite Temperature
By Volume
100/0 0:15 - 0:28 0:15 - 0:30
below 0 C to -3 C
0:03 - 0:06 0:02 - 0:03 0:09 - 0:20
(below 32 F to 27 F) below 0 C to -3 C
75/25 0:08 - 0:15 0:20 - 0:38
(below 32 F to 27 F)
50/50 0:04 - 0:08 0:05 - 0:13
below -3 to -6 C
0:03 - 0:04 0:01 - 0:03 0:09 - 0:20
(below 27 to 21 F)
100/0 0:10 - 0:20 0:13 - 0:28
below -3 to -8 C
(below 27 to 18 F)
75/25 0:05 - 0:13 0:15 - 0:30
below -6 to -10 C
0:02 - 0:03 0:01 - 0:03 0:09 - 0:20
(below 21 to 14 F)
100/0 0:08 - 0:15 0:13 - 0:23
below -8 to -14 C
(below 18 to 7 F)
75/25 0:04 - 0:10 0:10 - 0:23
below -10 to -25 C 8
0:01 - 0:02 0:01 - 0:02 0:09 - 0:207
(below 14 to -13 F 8) below -14 to -18 C
100/0 0:01 - 0:04 0:01 - 0:05
(below 7 to 0 F)

CSP 700−6
below -18 to -25 C 8
100/0 0:01 - 0:02 0:01 - 0:02

Table 07−01−6
below -25 C to LOUT 8 (below 0 to -13 F 8)
0:01 - 0:02 0:01 - 0:02 0:05 - 0:107
(below -13 F to LOUT 8) below -25 C to LOUT 8
100/0 0:00 - 0:01 0:00 - 0:01
(below -13 F to LOUT 8)

Fluids − Flaps Retracted

GF0701_054

Flight Crew Operating Manual

NOTES
1 These holdover times are for use in -SN FZFG, and SN FZFG. The Snowfall Intensities as a Function of Prevailing Visibility table is required to confirm the
D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

precipitation intensity is no greater than moderate . No holdover times exist if the reported visibility correlates to a heavy precipitation intensity.
6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)
SUPPLEMENTARY PROCEDURES

2 Type I fluid / water mixture must be selected so that the freezing point of the mixture is at least 10 C (18 F) below outside air temperature. Takeoff after the longest
COLD WEATHER OPERATIONS

applicable holdover time has been exceeded is not permitted for Type I fluids.
3 These holdover times apply to aircraft with critical surfaces constructed predominantly or entirely of aluminum materials that have demonstrated satisfactory
use of these holdover times.
4 These holdover times apply to newer aircraft with critical surfaces constructed predominantly or entirely of composite materials.
5 To use the Type III fluid holdover times, the fluid brand being used must be known. AllClear AeroClear MAX must be applied unheated.
6 The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable table cell.
7 No holdover time guidelines exist below -16 C (3 F) for low speed aircraft and below -20.5 C (-5 F) middle speed aircraft. If uncertain whether the aircraft conforms to
the low, middle, or high speed aerodynamic test criterion, no holdover time guidelines exist below -16 C (3 F).
8 Ensure that the lowest operational use temperature (LOUT) is respected. If the LOUT is unknown, no holdover time guidelines exist below -25 C (-13 F) for Type II
fluids and below -23.5 C (-10 F) for Type IV fluids.

Holdover Times for Snow Mixed with Freezing Fog for SAE Type I, Type II, Type III and Type IV

REV 115, Dec 21, 2022

HOLDOVER TIMES FOR MIXED SNOW AND FREEZING FOG FOR SAE TYPE I, TYPE II, TYPE III, AND
TYPE IV FLUIDS - FLAPS DEPLOYED 1
Concentration
Outside Air Type I2,3 Type I2,4 Outside Air

REV 115, Dec 21, 2022

Type III5,6 Fluid/Water Type II6 Type IV6
Temperature Aluminum Composite Temperature
By Volume

100/0 0:11 - 0:21 0:11 - 0:23

below 0 C to -3 C 0:02 - 0:05 0:02 - 0:02 0:07 - 0:15
(below 32 F to 27 F) below 0 C to -3 C 75/25 0:06 - 0:11 0:15 - 0:29
(below 32 F to 27 F)
50/50 0:03 - 0:06 0:04 - 0:10
below -3 to -6 C 0:02 - 0:03 0:01 - 0:02 0:07 - 0:15
(below 27 to 21 F)
100/0 0:08 - 0:15 0:10 - 0:21
below -3 to -8 C
(below 27 to 18 F)
75/25 0:04 - 0:10 0:11 - 0:23
below -6 to -10 C 0:02 - 0:02 0:01 - 0:02 0:07 - 0:15
(below 21 to 14 F) 100/0 0:06 - 0:11 0:10 - 0:17
below -8 to -14 C
(below 18 to 7 F)
75/25 0:03 - 0:08 0:08 - 0:17
below -10 to -25 C 8
0:01 - 0:02 0:01 - 0:02 0:07 - 0:157
(below 14 to -13 F 8) below -14 to -18 C
100/0 0:01 - 0:03 0:01 - 0:04
(below 7 to 0 F)

CSP 700−6
below -18 to -25 C 8
100/0 0:01 - 0:02 0:01 - 0:02

Table 07−01−7
below -25 C to LOUT 8 (below 0 to -13 F 8)
0:01 - 0:02 0:01 - 0:02 0:04 - 0:087
(below -13 F to LOUT 8) below -25 C to LOUT 8
100/0 0:00 - 0:01 0:00 - 0:01
(below -13 F to LOUT 8)

Fluids − Flaps Deployed

GF0701_055

Flight Crew Operating Manual

THIS TABLE IS FOR USE WHEN FLAPS/SLATS ARE DEPLOYED PRIOR TO DE/ANTI-ICING. HOLDOVER TIMES HAVE BEEN ADJUSTED TO 76 PERCENT.
D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

NOTES
6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)
SUPPLEMENTARY PROCEDURES

1 These holdover times are for use in -SN FZFG, and SN FZFG. The Snowfall Intensities as a Function of Prevailing Visibility table is required to confirm the
COLD WEATHER OPERATIONS

precipitation intensity is no greater than moderate . No holdover times exist if the reported visibility correlates to a heavy precipitation intensity.
2 Type I fluid / water mixture must be selected so that the freezing point of the mixture is at least 10 C (18 F) below outside air temperature. Takeoff after the longest
applicable holdover time has been exceeded is not permitted for Type I fluids.
3 These holdover times apply to aircraft with critical surfaces constructed predominantly or entirely of aluminum materials that have demonstrated satisfactory
use of these holdover times.
4 These holdover times apply to newer aircraft with critical surfaces constructed predominantly or entirely of composite materials.
5 To use the Type III fluid holdover times, the fluid brand being used must be known. AllClear AeroClear MAX must be applied unheated.
6 The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable table cell.
7 No holdover time guidelines exist below -16 C (3 F) for low speed aircraft and below -20.5 C (-5 F) middle speed aircraft. If uncertain whether the aircraft conforms to
the low, middle, or high speed aerodynamic test criterion, no holdover time guidelines exist below -16 C (3 F).
8 Ensure that the lowest operational use temperature (LOUT) is respected. If the LOUT is unknown, no holdover time guidelines exist below -25 C (-13 F) for Type II
fluids and below -23.5 C (-10 F) for Type IV fluids.

Holdover Times for Snow Mixed with Freezing Fog for SAE Type I, Type II, Type III and Type IV

07−01−25
Volume 1
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

SAE TYPE I FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

OAT [1], [2] Holdover Times (minutes)

Freezing Snow, Snow Grains or

Rain on
Fog, Snow Pellets [8] [10] Freezing Light
Freezing Cold Other
C F Drizzle Freezing [6]
Soaked
Mist[7] or Ice Very Light Light [4] Rain
[3] Moderate Wing [5]
Crystals [9] [3]

and 27 and
11 18 22 11 11 6 5
above above

below below 27
14 17 8 9 6
to to 21

below below 21
11 13 11 6 7 5
to to 14 No holdover time
below guidelines exist
below 14 9 7 8 7 4

[1] Type I fluid/water mixture must be selected so that the freezing point of the mixture is at least 10 C
(18 F) below outside air temperature. Takeoff after the longest applicable holdover time has been
been exceeded is not permitted for Type I fluids.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain or drizzle.
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table GF0701_040D
is required.
[9] Use freezing fog holdover times in conditions of ice crystals mixed with freezing fog or mist.
[10] Use snow holdover times in conditions of very light, light, or moderate snow mixed with ice crystals.

Type I Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti−Icing

Table 07−01−8

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−26 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

SAE TYPE I FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

OAT [1], [2] Holdover Times (minutes)

Freezing Snow, Snow Grains or
Rain on
Fog, Snow Pellets [8][10] Freezing Light
Freezing Cold Other
C F Drizzle Freezing [6]
Mist[7] or Ice Very Light [4] Soaked
Light Rain
[3] Moderate Wing [5]
Crystals [9] [3]

and 27 and
14 17
above above

below below 27
11 13 1
to to 21

below below 21
8 10
to to 14 No holdover time
below guidelines exist
below 14 5 6

[1] Type I fluid/water mixture must be selected so that the freezing point of the mixture is at least 10 C
(18 F) below outside air temperature. Takeoff after the longest applicable holdover time has been
been exceeded is not permitted for Type I fluids.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed
with light rain or drizzle.
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table GF0701_037E
is required.
[9] Use freezing fog holdover times in conditions of ice crystals mixed with freezing fog or mist.
[10] Use snow holdover times in conditions of very light, light, or moderate snow mixed with ice crystals.

Type I Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti−Icing

Table 07−01−9

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−27
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

SAE TYPE II FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type II Fluid
OAT [1] Holdover Times (minutes)
Concentration

Freezing Snow, Snow Rain on

Fog, Grains or Freezing Light
Fluid/Water Cold Other
C F Snow Pellets Drizzle Freezing [5]
(% by Volume) Freezing [3] Soaked
Rain
Mist[7] or Ice [2] [9][11] Wing [4]
Crystals [10]

100 / 0 10 30 7
and 27 and 75 / 25 40 70 30 15 25
above above
50 / 50 7

100 / 0 40
below below 27
to to 18 75 / 25
[8] [8]
100 / 0
below below 18
to 14 to 7 [8] [8]
75 / 25
below below 7
100 / 0 20 2 7
to to 0
No holdover time
below below 0 guidelines exist
100 / 0 20 [6] 1 3 [6]
to to

below below
100 / 0 20 [6] 0 1 [6]
to LOUT to LOUT

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type II fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed
with light rain or drizzle.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 5 3 F).
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] No holdover time guidelines exist for this condition below -10 C (14 F).
[9] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table
GF0701_027F

is required.
[10] Use freezing fog holdover times in conditions of ice crystals mixed with freezing fog or mist.
[11] Use snow holdover times in conditions of very light, light, or moderate snow mixed with ice crystals.

Type II Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti−Icing

Table 07−01−10

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−28 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

SAE TYPE II FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type II Fluid
OAT [1] Holdover Times (minutes)
Concentration

Freezing Snow, Snow Rain on

Grains or Freezing Light
Fluid/Water Fog, Cold Other
C F Snow Pellets Drizzle Freezing [5]
(% by Volume) Freezing [3] Soaked
Rain
Mist[7] or Ice [2][9][11] Wing [4]
Crystals [10]

100 / 0
and 27 and 75 / 25 53 1 19 1
above above
50 / 50 1 1 1

100 / 0 1
below below 27
to to 18 75 / 25 42 1 1
[8] [8]
100 / 0 1 1
below below 18
to 14 to 7 [8] [8]
75 / 25 42 1 1
below below 7
100 / 0 1 15 2 5
to to 0

below below 0
100 / 0 1 15 [6] 1 2 [6] No holdover time
to to
guidelines exist
below below
100 / 0 1 15 [6] 0 1 [6]
to LOUT to LOUT

Type II Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti−Icing

Table 07−01−11

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−29
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

ALLCLEAR AEROCLEAR MAX TYPE III FLUID APPLIED UNHEATED

FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING
Type III Fluid
OAT [2] Holdover Times (minutes) [1]
Concentration
Freezing Snow, Snow Grains or
Fog, Rain on
Snow Pellets [8][10] Freezing Light
Fluid/Wa ter Freezing Cold Other
C F Drizzle Freezing [6]
(% by Volume) Mist[7] or Ice Very [4] Soaked
Light Rain [5]
[9] [3] [3] Moderate Wing
Crystals Light

and 27 and
100 / 0 15 80 105
above above

below below
to 27 to 100 / 0 80 105
14

below below
to 14 to 100 / 0 80 105
No holdover time
below below guidelines exist
to to 100 / 0 45 60

[1] Fluid must be applied unheated. No holdover time guidelines exist for this fluid applied heated.
[2] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type III fluid cannot be used.
[3] Use light freezing rain holdover times in conditions of very light or light snow mixed
with light rain or drizzle.
[4] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[5] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[6] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table
GF0701_031E

is required.
[9] Use freezing fog holdover times in conditions of ice crystals mixed with freezing fog or mist.
[10] Use snow holdover times in conditions of very light, light, or moderate snow mixed with ice crystals.

AllClear Unheated Type III Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti−Icing
Table 07−01−12

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−30 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

ALLCLEAR AEROCLEAR MAX TYPE III FLUID APPLIED UNHEATED

FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

Type III Fluid

OAT [2] Holdover Times (minutes) [1]
Concentration
Freezing Snow, Snow Grains or
Fog, Rain on
Snow Pellets [8][10] Freezing Light
Fluid/Wate r Freezing Cold Other
C F Drizzle Freezing [6]
(% by Volume) Mist[7] or Ice Very [4] Soaked
Light Rain
[9] [3] [3] Moderate Wing [5]
Crystals Light

and 27 and
100 / 0 61 80 1
above above

below below
to 27 to 100 / 0 61 80 1
14

below below
to 14 to 100 / 0 61 80
No holdover time
below below guidelines exist
to to 100 / 0 34 46

AllClear Unheated Type III Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti−Icing
Table 07−01−13

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−31
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)
SAE TYPE IV FLUIDS FLAPS RETRACTED PRIOR TO DEICING/ANTI-ICING
APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS

Type IV Fluid
OAT [1] Holdover Times (minutes)
Concentration

Freezing Snow, Snow Grains or Snow

Fog, Pellets [9][11] Rain on
Freezing Light
Fluid/Wa ter Cold Other
C F Freezing Very
Moderate
Drizzle Freezing
Soaked [5]
(% by Volume) Light [3]
Mist[7] or Ice Light Rain
[2] Wing [4]
Crystals [10] [2]

100 / 0 115 120 60 15

and 27 and 75 / 25 120 120
above above
50 / 50 60 70
below 100 / 0 105 120 05
below 27
to
to 18
75 / 25 110 120 10
[8] [8]
below 100 / 0 80 100
below 18
to [8] [8]
to 7 75 / 25 100 120

below
below 7
to 100 / 0 35 30 45 9 30 2 9
to 0

below
to
below 0
100 / 0
35 10 20 3 10 1 3 No holdover time
[6] [6] [6] [6]
to guidelines exist
below below
35 7 10 2 7 0 2
to to 100 / 0 [6] [6] [6] [6]
LOUT LOUT

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type IV fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow mixed
with light rain or drizzle.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 23.5 10 F)
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] No holdover time guidelines exist for this condition below -10 C (14 F).
[9] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table
GF0701_041E

Type IV Fluid Holdover Times − Flaps Retracted Prior to Deicing/Anti−Icing

Table 07−01−14

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−32 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

D. Deicing and Anti-icing Fluid Holdover Guidelines (Cont’d)

SAE TYPE IV FLUIDS FLAPS DEPLOYED PRIOR TO DEICING/ANTI-ICING

APPROXIMATE HOLDOVER TIMES ANTICIPATED UNDER VARIOUS WEATHER CONDITIONS
Type IV Fluid
OAT [1] Holdover Times (minutes)
Concentration

Freezing Snow, Snow Grains or Snow

Fog, Pellets [9][11] Freezing Light
Rain on
C F Fluid/Water Cold Other
Freezing Very Drizzle Freezing [5]
(% by Volume) Light Moderate [3] Soaked
Mist[7] or Ice Light [2] Rain
Wing [4]
Crystals [10] [2]

100 / 0 87 106 46 87 27 49
and 27 and 75 / 25 95 110
above above
50 / 50 46 53 1

below 100 / 0 80 95 80
below 27
to
to 18 75 / 25 84 99 1
[8] [8]
below 100 / 0 61 76
below 18
to [8] [8]
to 7 75 / 25 76 91 1

below
below 7
to 100 / 0 27 23 34 7 23 2 7
to 0

below
to
below 0
100 / 0
27 8 15 2 8 1 2 No holdover time
[6] [6] [6] [6]
to guidelines exist

below below
27 5 8 2 5 0 2
to to 100 / 0 [6] [6] [6] [6]
LOUT LOUT
[1] Ensure that the lowest operational use temperature (LOUT) is respected.
Consider use of Type I when Type IV fluid cannot be used.
[2] Use light freezing rain holdover times in conditions of very light or light snow
mixed with light rain or drizzle.
[3] Includes light, moderate and heavy freezing drizzle. Use light freezing rain holdover times if positive
identification of freezing drizzle is not possible.
[4] No holdover time guidelines exist for this condition for 0 C (32 F) and below.
[5] Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
[6] 23.5 10 F)
[7] Freezing Mist is best confirmed by observation. It is never reported by METAR however it can occur
when mist is present at 0 C (32 F) and below.
[8] No holdover time guidelines exist for this condition below -10 C (14 F).
[9] To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table
GF0701_033F

Type IV Fluid Holdover Times − Flaps Deployed Prior to Deicing/Anti−Icing

Table 07−01−15

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−33
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines
Operators with a deicing program updated to include the allowance time information
contained herein will be allowed, in the specified ice pellet and small hail conditions, up to the
specific allowance time, to commence the takeoff with the following restrictions:
1. The aircraft critical surfaces must be free of contaminants before applying anti icing
fluid. If not, the aircraft must be properly deiced and checked to be free of contaminants
before the application of anti−icing fluid.
2. The allowance time is valid only if the aircraft is anti−iced with undiluted Type III or Type
IV fluid.
3. The Type III allowance times are only applicable for unheated anti−icing fluid
applications.
4. Due to the shearing qualities of Type III and Type IV fluids with imbedded ice pellets,
allowance times are limited to aircraft with a rotation speed of 100 knots or greater, or
115 knots or greater as indicated in the allowance times tables.
5. If the takeoff is not accomplished within the applicable allowance time, the aircraft must
be completely deiced, and if precipitation is still present, anti−iced again prior to a
subsequent takeoff. If the precipitation stops at or before the time limits of the applicable
allowance time and does not restart, the aircraft may takeoff up to 90 minutes after the
start of the application of the Type III or Type IV anti−icing fluid. These allowance times
are from the start of the anti−icing fluid application. Additionally, if the ice pellet
condition stops, and the allowance time has not been exceeded, the operator is
permitted to consider the anti−icing fluid effective without any further action up to 90
minutes after the start of the application time of the anti−icing fluid. To use this guidance
in the following conditions, the outside air temperature (OAT) must remain constant or
increase during the 90−minute period:
• light ice pellets mixed with freezing drizzle;
• light ice pellets mixed with freezing rain and
• light ice pellets mixed with rain.
6. A pre−takeoff contamination inspection is not required. The allowance time cannot be
extended by an internal or external inspection of the aircraft critical surfaces.
7. If ice pellet precipitation becomes heavier than moderate or if the light ice pellets mixed
with other forms of allowable precipitation exceeds the listed intensities or temperature
range, the allowance time cannot be used.
8. If the temperature decreases below the temperature on which the allowance time was
based, and the new lower temperature has an associated allowance time for the
precipitation condition and the present time is within the new allowance time, then that
new time must be used as the allowance time limit.
9. If the temperature decreases below the temperature on which the allowance time was
based, and the allowance time has expired (within the 90 minute post anti−icing window
if the precipitation has stopped within the allowance time), the aircraft may not takeoff
and must be completely deiced and, if applicable, anti−iced before a subsequent
takeoff.

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−34 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)
10. If an intensity is reported with small hail, the ice pellet condition with the equivalent
intensity can be used, i.e. if light small hail is reported, the light ice pellets allowance
times can be used. This also applies in mixed conditions, i.e. if light small hail mixed
with snow is reported, use the light ice pellets mixed with snow allowance times.

CAUTION
1. The allowance time can not be extended by an inspection of the aircraft
critical surfaces from either inside or outside the aircraft.
2. Takeoff is allowed up to 90 minutes after start of the fluid application if the
precipitation stops at or before the allowance time expires and does not
restart. The OAT must not decrease during the 90 minutes to use this
guidance in conditions of light ice pellets mixed with either: light freezing
drizzle, moderate freezing drizzle, light freezing rain or light rain.

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−35
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE III FLUIDS - FLAPS RETRACTED [4]
Outside Air Temperature
Applicable
Precipitation Types or Combinations
METAR Codes
-5 C and above Below -5 to -10 C Below -10 C [1]
(23 F and above) (Below 23 to 14 F) (Below 14 F) [1]

Light Ice Pellets -PL 10 minutes 10 minutes

Light Ice Pellets Mixed with Light Snow -PLSN, -SNPL 10 minutes 10 minutes

Light Ice Pellets Mixed with Light -PLFZDZ,

Freezing Drizzle or Moderate Freezing -FZDZPL, 7 minutes 5 minutes Caution:
Drizzle FZDZPL No allowance
times currently
Light Ice Pellets Mixed with Light -PLFZRA, exist
7 minutes 5 minutes
Freezing Rain -FZRAPL

GF0701_047A
Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 7 minutes[2]

[3]
Moderate Ice Pellets (or Small Hail ) PL, GS 5 minutes 5 minutes

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
[2] No allowance times exist in this condition for temperatures of 0 C (32 F) and below; consider use of light ice pellets
mixed with light freezing rain.
[3] In the US, small hail is reported by METAR as GR and the remarks section is used to indicate GR LESS THAN 1/4 .
Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm and GR to indicate hail
when it is 5mm or greater. If METAR does not report an intensity for small hail, use the moderate ice pellets or small
hail allowance times. If METAR reports an intensity with small hail, the ice pellet condition with the equivalent intensity
can be used, e.g. if light small hail is reported, the light ice pellets allowance times can be used. This also applies in
mixed conditions, e.g. if light small hail mixed with light snow is reported, use the light ice pellets mixed with light snow
allowance times.
[4] These allowance times are for use with undiluted (100/0) fluids applied unheated on aircraft with rotation speeds of
100 knots or greater.

Type III Fluids Ice Pellet and Small Hail Allowance Times −
Slats/Flaps Retracted Prior to Deicing/Anti-Icing
Table 07−01−16
Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−36 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE III FLUIDS - FLAPS DEPLOYED [4]
Outside Air Temperature
Applicable
Precipitation Types or Combinations
METAR Codes
-5 C and above Below -5 to -10 C Below -10 C [1]
(23 F and above) (Below 23 to 14 F) (Below 14 F) [1]

Light Ice Pellets -PL 8 minutes 8 minutes

Light Ice Pellets Mixed with Light Snow -PLSN, -SNPL 8 minutes 8 minutes

Light Ice Pellets Mixed with Light -PLFZDZ,

Freezing Drizzle or Moderate Freezing -FZDZPL, 5 minutes 4 minutes Caution:
Drizzle FZDZPL No allowance
times currently
Light Ice Pellets Mixed with Light -PLFZRA, exist
5 minutes 4 minutes
Freezing Rain -FZRAPL

GF0701_048A
Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 5 minutes [2]

Moderate Ice Pellets (or Small Hail [3] ) PL, GS 4 minutes 4 minutes

Type III Fluids Ice Pellet and Small Hail Allowance Times −
Slats/Flaps Deployed Prior to Deicing/Anti-Icing
Table 07−01−17
REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−37
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE IV ETHYLENE GLYCOL (EG)

FLUIDS - FLAPS RETRACTED [5]
Outside Air Temperature

-5 C and Below -5 Below -10 Below -16

Applicable
Precipitation Types or Combinations above to -10 C to -16 C to -22 C [1]
METAR Codes
(23 F and (Below 23 (Below 14 (Below 3
above) to 14 F) to 3.2 F) to -7.6 F) [1]

Light Ice Pellets -PL 70 minutes 50 minutes 50 minutes 30 minutes

Light Ice Pellets Mixed with Light

-PLSN, -SNPL 50 minutes 30 minutes 25 minutes
Snow
Light Ice Pellets Mixed with Light
-PLFZDZ,
Freezing Drizzle or Moderate Freezing 40 minutes 30 minutes
-FZDZPL, FZDZPL
Drizzle
Caution:
Light Ice Pellets Mixed with Light -PLFZRA, No allowance times
40 minutes 30 minutes
Freezing Rain -FZRAPL currently exist

Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 40 minutes [2]

[3]
Moderate Ice Pellets (or Small Hail ) PL, GS 35 minutes 25 minutes 15 minutes 10 minutes

[3]
Moderate Ice Pellets (or Small Hail )

GF0701_049A
PLFZDZ, GSFZDZ, 20 minutes 10 minutes Caution:
Mixed with Moderate Freezing Drizzle
No allowance times
Moderate Ice Pellets (or Small Hail )
[3]
PLRA, GSRA, currently exist
[4]
15 minutes
Mixed with Moderate Rain RAPL, RAGS

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
[2] No allowance times exist in this condition for temperatures of 0 C (32 F) and below; consider use of light ice pellets
mixed with light freezing rain.
[3] In the US, small hail is reported by METAR as GR and the remarks section is used to indicate GR LESS THAN 1/4 .
Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm and GR to indicate hail
when it is 5mm or greater. If METAR does not report an intensity for small hail, use the moderate ice pellets or small
hail allowance times. If METAR reports an intensity with small hail, the ice pellet condition with the equivalent intensity
can be used, e.g. if light small hail is reported, the light ice pellets allowance times can be used. This also applies in
mixed conditions, e.g. if light small hail mixed with light snow is reported, use the light ice pellets mixed with light snow
allowance times.
[4] No allowance times exist in this condition for temperatures of 0 C (32 F) and below.
[5] These allowance times are for use with undiluted (100/0) ethylene glycol based fluids. The following fluids are ethylene
glycol based; AllClear ClearWing EG, ASGlobal 4Flite EG, AVIAFLUID AVIAFlight EG, CHEMCO ChemR EG IV,
CHEMCO ChemR Nordik IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106, JSC RCP Nordix
Defrost EG 4, JSC RCP Nordix Defrost NORTH 4, and Newave Aerochemical FCY-EGIV. If the glycol type is unknown,
the allowance times for SAE Type IV Propylene Glycol (PG) fluids should be used.

Type IV Fluids Ethylene Glycol (EG) Fluids Ice Pellet and Small Hail Allowance Times Slats/Flaps
Retracted Prior to Deicing/Anti−Icing
Table 07−01−18
Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−38 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE IV ETHYLENE GLYCOL (EG)

[5]
FLUIDS - FLAPS DEPLOYED
Outside Air Temperature

-5 C and Below -5 Below -10 Below -16

Applicable
Precipitation Types or Combinations above to -10 C to -16 C to -22 C [1]
METAR Codes
(23 F and (Below 23 (Below 14 (Below 3
above) to 14 F) to 3.2 F) to -7.6 F) [1]

Light Ice Pellets -PL 53 minutes 38 minutes 38 minutes 23 minutes

Light Ice Pellets Mixed with Light

-PLSN, -SNPL 38 minutes 23 minutes 19 minutes
Snow
Light Ice Pellets Mixed with Light
-PLFZDZ,
Freezing Drizzle or Moderate Freezing 30 minutes 23 minutes
-FZDZPL, FZDZPL
Drizzle
Caution:
Light Ice Pellets Mixed with Light -PLFZRA, No allowance times
30 minutes 23 minutes
Freezing Rain -FZRAPL currently exist
[2]
Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 30 minutes

[3]
Moderate Ice Pellets (or Small Hail ) PL, GS 27 minutes 19 minutes 11 minutes 8 minutes

GF0701_050A
[3]
Moderate Ice Pellets (or Small Hail )
PLFZDZ, GSFZDZ, 15 minutes 8 minutes Caution:
Mixed with Moderate Freezing Drizzle
No allowance times
Moderate Ice Pellets (or Small Hail )
[3]
PLRA, GSRA, [4]
currently exist
11 minutes
Mixed with Moderate Rain RAPL, RAGS

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
[2] No allowance times exist in this condition for temperatures of 0 C (32 F) and below; consider use of light ice pellets
mixed with light freezing rain.
[3] In the US, small hail is reported by METAR as GR and the remarks section is used to indicate GR LESS THAN 1/4 .
Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm and GR to indicate hail
when it is 5mm or greater. If METAR does not report an intensity for small hail, use the moderate ice pellets or small
hail allowance times. If METAR reports an intensity with small hail, the ice pellet condition with the equivalent intensity
can be used, e.g. if light small hail is reported, the light ice pellets allowance times can be used. This also applies in
mixed conditions, e.g. if light small hail mixed with light snow is reported, use the light ice pellets mixed with light snow
allowance times.
[4] No allowance times exist in this condition for temperatures of 0 C (32 F) and below.
[5] These allowance times are for use with undiluted (100/0) ethylene glycol based fluids. The following fluids are ethylene
glycol based; AllClear ClearWing EG, ASGlobal 4Flite EG, AVIAFLUID AVIAFlight EG, CHEMCO ChemR EG IV,
CHEMCO ChemR Nordik IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106, JSC RCP Nordix
Defrost EG 4, JSC RCP Nordix Defrost NORTH 4, and Newave Aerochemical FCY-EGIV. If the glycol type is unknown,
the allowance times for SAE Type IV Propylene Glycol (PG) fluids should be used.

Type IV Fluids Ethylene Glycol (EG) Fluids Ice Pellet and Small Hail Allowance Times Slats/Flaps
Deployed Prior to Deicing/Anti−Icing
Table 07−01−19
REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−39
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE IV PROPYLENE GLYCOL (PG)

[6]
FLUIDS - FLAPS RETRACTED
Outside Air Temperature

-5 C and Below -5 Below -10 Below -16

Applicable
Precipitation Types or Combinations above to -10 C to -16 C [2] to -22 C [1]
METAR Codes
(23 F and (Below 23 (Below 14 (Below 3
above) to 14 F) to 3.2 F) [2] to -7.6 F)[1]

Light Ice Pellets -PL 50 minutes 30 minutes 30 minutes 20 minutes

Light Ice Pellets Mixed with Light

-PLSN, -SNPL 40 minutes 15 minutes 15 minutes
Snow
Light Ice Pellets Mixed with Light
-PLFZDZ, 25 minutes 10 minutes
Freezing Drizzle or Moderate Freezing
-FZDZPL, FZDZPL
Drizzle
Caution:
Light Ice Pellets Mixed with Light -PLFZRA, No allowance times
25 minutes 10 minutes
Freezing Rain -FZRAPL currently exist
[3]
Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 25 minutes

[4] [2]
Moderate Ice Pellets (or Small Hail ) PL, GS 15 minutes 10 minutes 10 minutes

[4]
Moderate Ice Pellets (or Small Hail )
PLFZDZ, GSFZDZ 10 minutes 7 minutes Caution:

GF0701_051A
Mixed with Moderate Freezing Drizzle
No allowance times
[4]
currently exist
Moderate Ice Pellets (or Small Hail ) PLRA, GSRA,
10 minutes [5]
Mixed with Moderate Rain RAPL, RAGS

[1] Ensure that the lowest operational use temperature (LOUT) is respected.
[2] No allowance times exist for propylene glycol (PG) fluids when used on aircraft with rotation speeds less than 115 knots.
[3] No allowance times exist in this condition for temperatures of 0 C (32 F) and below; consider use of light ice pellets
mixed with light freezing rain.
[4] In the US, small hail is reported by METAR as GR and the remarks section is used to indicate GR LESS THAN 1/4 .
Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm and GR to indicate hail
when it is 5mm or greater. If METAR does not report an intensity for small hail, use the moderate ice pellets or small
hail allowance times. If METAR reports an intensity with small hail, the ice pellet condition with the equivalent intensity
can be used, e.g. if light small hail is reported, the light ice pellets allowance times can be used. This also applies in
mixed conditions, e.g. if light small hail mixed with light snow is reported, use the light ice pellets mixed with light snow
allowance times.
[5] No allowance times exist in this condition for temperatures of 0 C (32 F) and below.
[6] These allowance times are for use with undiluted (100/0) propylene glycol (PG) based fluids. All Type IV fluids are
PG based with the exception of AllClear ClearWing EG, ASGlobal 4Flite EG, AVIAFLUID AVIAFlight EG, CHEMCO
ChemR EG IV, CHEMCO ChemR Nordik IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106,
JSC RCP Nordix Defrost EG 4, JSC RCP Nordix Defrost NORTH 4, and Newave Aerochemical FCY-EGIV,
which are ethylene glycol (EG) based. If the glycol type is unknown, the allowance times for SAE Type IV Propylene
Glycol (PG) fluids should be used.

Type IV Fluids Propylene Glycol (PG) Fluids Ice Pellet and Small Hail Allowance Times Slats/Flaps
Retracted Prior to Deicing/Anti−Icing
Table 07−01−20
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

E. Ice Pellet and Small Hail Allowance Times – Operational Guidelines (Cont’d)

ALLOWANCE TIMES FOR SAE TYPE IV PROPYLENE GLYCOL (PG)

[6]
FLUIDS - FLAPS DEPLOYED
Outside Air Temperature

-5 C and Below -5 Below -10 Below -16

Applicable
Precipitation Types or Combinations above to -10 C to -16 C to -22 C [1]
METAR Codes
(23 F and (Below 23 (Below 14 (Below 3
above) to 14 F) to 3.2 F) to -7.6 F) [1]

[2] [2]
Light Ice Pellets -PL 38 minutes 23 minutes 23 minutes 15 minutes

Light Ice Pellets Mixed with Light [2]

-PLSN, -SNPL 30 minutes 11 minutes 11 minutes
Snow
Light Ice Pellets Mixed with Light
-PLFZDZ, 19 minutes 8 minutes
Freezing Drizzle or Moderate Freezing
-FZDZPL, FZDZPL
Drizzle
Caution:
Light Ice Pellets Mixed with Light -PLFZRA, No allowance times
19 minutes 8 minutes
Freezing Rain -FZRAPL currently exist
[3]
Light Ice Pellets Mixed with Light Rain -PLRA, -RAPL 19 minutes

[4] [2]
Moderate Ice Pellets (or Small Hail ) PL, GS 11 minutes 8 minutes 8 minutes

[4]
Moderate Ice Pellets (or Small Hail )
PLFZDZ, GSFZDZ 8 minutes 5 minutes Caution:

GF0701_052A
Mixed with Moderate Freezing Drizzle
No allowance times
[4]
currently exist
Moderate Ice Pellets (or Small Hail ) PLRA, GSRA,
8 minutes [5]
Mixed with Moderate Rain RAPL, RAGS

Type IV Fluids Propylene Glycol (PG) Fluids Ice Pellet and Small Hail Allowance Times Slats/Flaps
Deployed Prior to Deicing/Anti−Icing
Table 07−01−21
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

F. Deicing and Anti-Icing Procedures

CAUTION
For all types of deicing fluid, the time of protection will be shortened
in heavy weather conditions, heavy precipitation rates or high
moisture content. High wind velocity or jet blast may reduce
holdover time below the lowest time stated in the range. Holdover
time may also be reduced when airplane skin temperature is lower
than OAT. The only acceptable decision criteria is the shortest time
within the applicable holdover timetable.
Deicing is the removal of snow, ice or frost from airplane surfaces using mechanical means,
hot water, a heated mixture of water and deicing/anti-icing fluid, or infrared energy.
Anti-icing is the application of deicing/anti-icing fluid with a useful holdover time to prevent the
accumulation of snow, ice or frost on airplane surfaces after deicing.
Current practice prescribes the following general methods for effecting deicing/anti-icing:
1. Mechanical removal of loose contamination
2. One-step deicing / anti-icing
3. Two-step deicing / anti-icing
4. Infrared Deicing.
G. Mechanical Removal of Loose Contamination
If a significant amount of loose snow is on the airplane, the expenditure of a relatively large
amount of deicing fluid can be avoided if the snow is removed mechanically. Subject to the
results of an inspection as outlined below, this may achieve complete deicing of the airplane.

NOTE
It is recommended to apply the snow removal procedures explained
in the "BD−700 Ground Handling and Servicing Information"
handbook, Section 4: "Cold Weather Parking − Servicing":
AMM TASK 12−31−05−660−801.

(1) Slats/Flaps lever ............................................................................................OUT/30°

(2) Loose snow....................................................................... Remove from the following
areas:
NOTE
A soft broom may be used to carefully remove all the snow,
frost and ice from the aircraft components.
• Upper surface of fuselage
• Wings − leading edges, upper and lower surfaces
• Vertical and horizontal stabilizers − leading edges, upper/lower surfaces and side
panels
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

G. Mechanical Removal of Loose Contamination (Cont’d)
• Slats/flaps, tracks and drives
• Ailerons, elevators, rudder and spoilers
• Air data probes/sensors, AOA vanes, TAT probes and Ice detectors
• Antennas
• Fuel drains and NACA vent scoops
• Engine and APU intakes; APU exhaust
• Landing gear and landing gear bays
• Windshield, windows; door sills and surrounds.
(3) Following removal, inspect for presence of adhering ice, frost or snow.

CAUTION
Clear ice is difficult to detect visually. If conditions are favorable
for the formation of clear ice, surfaces should be examined by
hand to confirm the absence of contamination.
In cold weather, water from partially melted contamination can
penetrate into hinges, operating linkages, drains and vents then
refreeze. These areas must be inspected closely to confirm the
absence of frozen contamination.
(4) If inspection confirms that the critical areas are free of adhering contamination, normal
flight operations, subject to the precautions and procedures given in the “Phase of Flight
Procedures”, can be carried out.
(5) If frozen contamination is found adhering to critical surfaces, carry out one or two-step
deicing/anti-icing, as described above.
———— END ————
H. Before spraying, engines off or on as required / APU off or on as required:

WARNING

Deice/anti-ice fluids are flammable and very corrosive. Ingestion of

these fluids in an operating APU may cause APU damage and injury to
personnel servicing the aircraft.
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H. Before spraying, engines off or on as required / APU off or on as required: (Cont’d)

WARNING

With the following steps deice /anti−ice fluids may still be ingested. The
operator of the aircraft assumes responsibility for all consequential
damage to the APU and its surrounding structure and personnel injury.
Bombardier recommends that deicing / anti-icing be performed with the
APU and preferably engines off.

CAUTION
With the APU running, ingestion of deicing fluid will contaminate the
air-conditioning system and cause objectionable fumes and odors to
enter the airplane. This may also cause erratic operation and possible
damage to the APU.

CAUTION
Ensure that personnel carrying out the fluid application are aware of the
location of the APU air intake and have been instructed to avoid fluid
spray that can be ingested by the APU.
(1) APU ............................................................. As required
(2) Airplane .............................................. Head into wind, if
possible
(3) Thrust Levers (if engines are
operating) ......................................IDLE for the duration
of the operation
(4) PARK/EMER BRAKE ............................................... Set
(5) L and R Engine and APU (if
running) BLEEDS ....................................................OFF
(6) COWL ANTI-ICE .....................................................OFF
(7) Rudder trim (if APU running) ............................. Full Left
(8) Stabilizer trim..........................................Full nose down
• When applying deicing/anti-icing fluid, it is recommended that the stabilizer trim be
set to full nose down (leading edge of stabilizer 2° up). Following the application of
deicing/anti-icing fluid, the stabilizer trim should be re-set at the appropriate take-off
setting.
(9) KA SAT GND TX (if installed)..................................OFF
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

H. Before spraying, engines off or on as required / APU off or on as required: (Cont’d)
(10) Slats / Flaps lever ........................................ As required
• If the flaps require deicing, extend to (or leave at) 30° during the deicing procedure.
Upon completion, retract to 0° or set for take-off, as applicable.

NOTE
The slats/flaps may need to be retracted to avoid contamination of
the operating mechanism during taxiing in slush, standing water or
drifting snow. If this is the case, the TAXI checklist should be
completed/repeated AFTER the flaps have been set in the take-off
position.
• During the application of anti-icing fluid, it is recommended that the flaps be set for
take-off. However, it may be necessary to retract the flaps during taxi.
• Slats/Flaps retracted during the anti-icing procedure will not receive a protective film
of anti-icing fluid and may freeze in precipitation or frost conditions.
• Ensure that personnel carrying out the fluid application are aware of the location of
the aft belly fairing cutout when the flaps are extended. Inadvertent spray into the
cutout area will contaminate the aft belly fairing.
(11) Pilot to advise deicing operator to avoid direct spraying of the anti-icing fluid jet, to
prevent damage on:
• Windshields, side windows and cabin windows;
• Air data probes/sensors, TAT probes;
• AOA vanes and Ice detectors;
• Engine air intake / engine exhaust and APU inlet (to prevent ingestion);
• Antennas;
• Vents and drains;
• Winglets;
• Wheels and brakes (to prevent thermal damage);
• Aft belly fairing cutout.
NOTE
Direct spray occurs when the fluid jet impinges on an object without
contacting an intervening object. A spray trajectory of 3 meters (10
feet) is recommended to ensure that direct spray does not damage
airplane surfaces.

NOTE
If deice / anti-ice fluid is suspected to have been ingested in the
engines, the engine gas path should be washed upon return to base.
———— END ————

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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids
Application of the Fluid

WARNING

More than one layer of anti-icing will change the aerodynamic

property of the wings. If anti-icing is done more than once, you
must also do the deicing procedure again.

CAUTION
1. Avoid spray directed at the aft equipment bay vent louver. Spray directed
into the louver will contaminate the aft equipment bay.
2. Under no circumstances should spray be directed at the trailing edges of
control surfaces. Such spray may force partially melted contamination
into hinge mechanisms and under control shrouds with risk of later
re-freezing.
3. When ice pellet precipitation occurs after the application of
deicing/anti-icing fluid, the deicing/anti-icing fluid dilutes which results in
rapid wing contamination.
4. Fluids used during ground deicing are not intended for and do not
provide ice protection during flight.
5. An insufficient amount of anti-icing fluid may cause a substantial loss of
holdover time. This is particularly true when using a SAE Type I fluid for
the first step in a two-step procedure.
6. Whenever frost or ice occurs on the lower surface of the wing in the area
of the fuel tank, indicating a cold soaked wing, the 50/50 dilutions of
fluid/water mixture shall not be used for the anti-icing step.
7. Wing skin temperature and OAT may differ. Use stronger mix if skin
temperature is lower than OAT.

NOTE
Second step anti−icing must be applied before first step fluid
freezes, typically within three (3) minutes. This time can be
shortened in heavy precipitation, or colder temperatures. If
necessary, the second step shall be applied area by area.

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

TYPE I FLUID APPLICATION GUIDELINES

Outside Air One−Step Procedures Two−Step Procedure

Temperature Anti-icing Only [3] First Step Deicing Second Step
(OAT) [1] Deicing Only [2]
[3] [2] Anti−icing [4] [5]
Heated water or a
0°C (32°F) and Heated Type I Fluid/water mixture
heated fluid/water
above fluid/water mixture Fluid/water mixture heated to at least
mixture
with a freezing heated to at least 60°C (140°F) at the
point of at least 60°C (140°F) at the Heated fluid/water nozzle with a freezing
Below 0°C (32°F) 10°C (18°F) below nozzle. mixture with a point of at least 10°C
to LOUT OAT. freezing point at OAT (18°F) below OAT.
or below
[1] Fluids used for the anti−icing procedure must not be used at temperatures below their lowest operational
use temperature (LOUT). First step fluids must not be used below their freezing points.
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to ensure the
aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F) at the nozzle is desirable.
Deicing is complete after all contamination is removed. There is no holdover time for a deicing only operation.
[3] One−step anti−icing only procedure is only possible on a clean aircraft. If deicing and anti−icing are
required, a two−step procedure should be followed.
[4] To be applied before first step fluid freezes, typically within 3 minutes. This time may be higher than 3
minutes in some conditions, but potentially shorter in heavy precipitation, colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area
(sectionally).
[5] When anti−icing, a minimum quantity of 1 litre/m2 (approximately 2 gal./100 sq. ft.) of Type I fluid mixture
heated to at least 60°C (140°F). This application is necessary to heat the surfaces, as heat contributes
significantly to the Type I fluid holdover times.

Type I Fluid Application Guidelines

Table 07−01−22
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

CAUTION
For heated fluids, the upper temperature limit shall not exceed
fluid and aircraft manufacturers recommendations.
When anti−icing, a minimum of 1 litre/m2 (2 gal/100 ft2 ) of
heated Type I fluid mixture must be applied to the surfaces after
all frozen contamination is removed. This application is
necessary to heat the surfaces, as heat contributes significantly
to the Type I fluid holdover times. The required protection can
be provided using a 1−step method by applying more fluid than
is strictly needed to just remove all of the frozen contamination
(the same additional amount stated above is required).
The lowest operational use temperature (LOUT) for a given
Type I fluid is the higher (warmer) of:
• The lowest temperature at which the fluid meets the
aerodynamic acceptance test for a given aircraft type; or
• The actual freezing point of the fluid plus its freezing point
buffer of 10°C (18°F).
Wing skin temperatures may differ and in some cases may be
lower than the OAT. Consult the appropriate HOT tables for the
contaminant in question.
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

TYPE II AND TYPE IV FLUID APPLICATION GUIDELINES (CONCENTRATION IN % BY VOLUME)

Outside Air One−Step Procedure Two−Step Procedure

Temperature First Step Deicing Second Step
(OAT) [1] Deicing [2] Anti−icing [3]
[2] Anti−icing [4]
100/0, 75/25 or
100/0, 75/25 or 50/50
50/50 Heated or Heated water or a
0°C (32°F) and Heated or unheated
unheated Type II heated fluid/water
above Type II or IV
or IV fluid/water mixture
fluid/water mixture
mixture
100/0, 75/25 or
100/0, 75/25 or 50/50
50/50 Heated or
Below 0°C (32°F) to Heated or unheated
unheated Type II
−3°C (27°F) Type II or IV
Heated Type II or or IV fluid/water
fluid/water mixture
IV fluid/water mixture
mixture 100/0 or 75/25 Heated fluid/water
Heated or mixture with a 100/0 or 75/25 Heated
Below −3°C (27°F)
unheated Type II freezing point at OAT or unheated Type II or
to −14°C (7°F)
or IV fluid/water or below IV fluid/water mixture
mixture
100/0 Heated or
100/0 Heated or
Below −14°C (7°F) unheated Type II
unheated Type II or IV
to LOUT or IV fluid/water
fluid/water mixture
mixture
[1] One step or second step anti−icing fluids must not be used at temperatures below their lowest operational
use temperature (LOUT). First step fluids must not be used below their freezing points. Consider the use of
Type I or III fluid when Type II or IV fluid cannot be used due to LOUT limitations. The LOUT for a given Type
II or IV fluid is the higher (warmer) of:
• The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given airplane
type.
• The actual freezing point of the fluid plus its freezing point buffer of 7°C (13°F).
Some diluted fluids have LOUTs that are below the coldest temperature for which holdover times are
provided. Holdover times do not apply when anti−icing at temperatures for which holdover times are not
provided.
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to ensure the
aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F) at the nozzle is desirable.
Deicing is complete after all contamination is removed. There is no holdover time for a deicing only operation.
[3] One−step anti−icing only procedure is only possible on a clean aircraft. If deicing and anti−icing are
required, a two−step procedure should be followed.
[4] To be applied before first step fluid freezes, typically within 3 minutes. This time may be higher than 3
minutes in some conditions, but potentially shorter in heavy precipitation, colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area
(sectionally).

Type II and Type IV Fluid Application Guidelines

Table 07−01−23
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

CAUTION
For heated fluids, a fluid temperature not less than 60°C
(140°F) at the nozzle is desirable.
Upper temperature limit shall not exceed fluid and aircraft
manufacturers recommendations.
Wing skin temperatures may differ and in some cases may be
lower than the OAT. Consult the appropriate HOT tables for the
contaminant in question.
Whenever frost or ice occurs on the lower surface of the wing in
the area of the fuel tank, indicating a cold soaked wing, the
50/50 dilutions of Type II or IV shall not be used for the
anti−icing step because fluid freezing may occur.
An insufficient amount of anti−icing fluid may cause a
substantial loss of holdover time. This is particularly true when
using a Type I fluid mixture for the first step in a two−step
procedure.
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

TYPE III FLUID APPLICATION GUIDELINES

(CONCENTRATION IN % BY VOLUME)

Outside Air One−Step Procedure Two−Step Procedure

Temperature Anti−icing Only First Step Deicing Second Step
(OAT) [1] Deicing Only [2]
[3] [2] Anti−icing [4]
100/0, 75/25 or
Heated water or a 100/0, 75/25 or 50/50
0°C (32°F) and 50/50 Unheated
heated fluid/water Unheated Type III
above Type III fluid/water
mixture fluid/water mixture
mixture
100/0, 75/25 or
100/0, 75/25 or 50/50
Below 0°C (32°F) to 50/50 Unheated
Unheated Type III
−3°C (27°F) Heated Type III Type III fluid/water
fluid/water mixture
fluid/water mixture mixture
Heated fluid/water
100/0 or 75/25 mixture with a 100/0 or 75/25
Below −3°C (27°F)
Unheated Type III freezing point at OAT Unheated Type III
to −10°C (14°F)
fluid/water mixture or below fluid/water mixture
100/0 Unheated
Below −10°C (14°F) 100/0 Unheated Type
Type III fluid/water
to LOUT III fluid/water mixture
mixture
[1] Fluids used for anti-icing must not be used at temperatures below their lowest operational use temperature
(LOUT). First step fluids must not be used below their freezing points. Consideration should be given to the
use of Type I when Type III fluid cannot be used. The LOUT for a given Type III fluid is the higher (warmer) of:
• The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given airplane
type; or
• The actual freezing point of the fluid plus its freezing point buffer of 7°C (13°F).
Some diluted fluids have LOUTs that are below the coldest temperature for which holdover times are
provided. Holdover times do not apply when anti−icing at temperatures for which holdover times are not
provided.
[2] When deicing, there is no minimum fluid quantity required, use as much fluid as necessary to ensure the
aircraft is free of frozen contamination. A fluid temperature of at least 60°C (140°F) at the nozzle is desirable.
Deicing is complete after all contamination is removed. There is no holdover time for a deicing only operation.
[3] One-step anti-icing only procedure is only possible on a clean aircraft. If deicing and anti−icing are
required, a two-step procedure should be followed.
[4] To be applied before first step fluid freezes, typically within 3 minutes. This time may be higher than 3
minutes in some conditions, but potentially shorter in heavy precipitation, colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area
(sectionally).

Type III Fluid Application Guidelines

Table 07−01−24
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

I. Application of Deicing/Anti-Icing Fluids (Cont’d)

CAUTION
For heated fluids, the temperature of fluid/water mixtures shall
be at least 60°C (140°F) at the nozzle. Upper temperature limit
shall not exceed fluid and aircraft manufacturers
recommendations.
Wing skin temperatures may differ and in some cases may be
lower than the OAT. Consult the appropriate HOT tables for the
contaminant in question.
Whenever frost or ice occurs on the lower surface of the wing in
the area of the fuel tank, indicating a cold soaked wing, the
50/50 dilutions of Type III shall not be used for the anti−icing
step because fluid freezing may occur.
An insufficient amount of anti−icing fluid may cause a
substantial loss of holdover time. This is particularly true when
using a Type I fluid mixture for the first step in a two−step
procedure.
(1) Application of fluid should follow the sequence below:
(a) horizontal stabilizer
(b) vertical stabilizer
(c) top of fuselage
(d) sides of fuselage
(e) wings.

NOTE
On wings and stabilizers, application should always be from leading
edge to trailing edge and from outer panels to inner panels.
———— END ————

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

J. After Deicing
(1) Inspect the critical areas listed below, to confirm complete deicing:
(a) Wings − leading edges, upper and lower surfaces;
(b) Vertical and horizontal stabilizers − leading edges, upper/lower surfaces and side
panels;
(c) Slats/flaps, slats/flap tracks and slat/flap drives;
(d) Ailerons, elevators, rudder and spoilers;
(e) Air data probes/sensors, AOA vanes, TAT probes and Ice detectors;
(f) Antennas;
(g) Fuel drains and NACA vent scoops;
(h) Engine and APU intakes; APU exhaust;
(i) Landing gear and landing gear bays;
(j) Windshield, windows; door sills and surrounds.
If engines are not running:
After the aircraft and/or the tail section has been deiced and the ground crew has confirmed that
the APU air inlet is free of deicing/anti-icing fluid:
(2) APU .................................................................... Restart if required.
(3) Engine start procedure ................................ Accomplish
When engines are running:
(4) Take-off configuration....................................... Recheck
• Slats/Flaps;
• Rudder trim;
• Stab trim;
• L and R engine bleeds;
• Packs;
• Wing and Cowl anti-ice.
(5) Flight controls .......................................................Check for normal operation.
(6) PARK/EMER BRAKE ........................................Release before taxi.
———— END ————

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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

K. One Step Deicing/Anti-Icing
Fluid is applied in one step to remove frozen contamination and apply limited anti-ice
protection. In this process, the residual fluid film regardless of the type of fluid used, will
provide only a very limited duration of anti-ice protection.

NOTE
Standard practice in the use of SAE Type I fluid requires that the
freezing point of the fluid mixture be 10°C (18°F) below ambient
temperature. This practice reduces the chance that trapped residual
fluid will freeze on absorbing freezing precipitation or when subject
to reduced temperature during climb.
For best efficiency and economy, heated fluid should be requested
for deicing. To avoid excessive cooling, heated fluid should be
applied in a coherent stream rather than as a spray.
L. Two Step Deicing/Anti-Icing
Two fluid applications are made: the first to deice using hot water or a water/fluid mixture; the
second to anti-ice, using an undiluted (100%) fluid or a water/fluid mixture. This method
ensures that the full anti-icing holdover time available from the fluid will be obtained.

CAUTION
Under no circumstances can an airplane that has been anti-iced,
receive another coat of SAE Type II/III/IV fluid on top of the existing
film. If holdover time is exceeded, surfaces must first be deiced with
a hot deicing mixture of SAE Type I fluid and water, before another
application of SAE Type II/III/IV fluid is made.
The two-step procedure is accomplished by first applying deicing fluid, consisting of heated
pure water or a heated mixture of water and SAE Type I fluid, then applying SAE Type II/III/IV
fluid. The type and concentration depends on the ambient temperature, the weather
conditions and the desired holdover time.

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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

L. Two Step Deicing/Anti-Icing (Cont’d)
When deicing fluid is used in the first step, the application of the second step fluid will flush
away the first step fluid and leave a film of anti-icing fluid, which is designed to be of adequate
thickness. If freezing of the deicing fluid has occurred, step 1 must be repeated.

NOTE
If heated pure water is used for the first step, the second step must
be completed before re-freezing occurs; as a general rule within 3
minutes of the beginning of the deicing step. This time may be more
than 3 minutes in some conditions, but potentially less in heavy
precipitation or colder temperatures. This short period makes it
necessary to deice/anti-ice relatively small areas of the airplane
successively.
If a heated mixture of water and SAE Type I fluid is used in the first
step, its freezing point should not be greater than 3°C (5°F) above
OAT. The temperature of the heated fluid must not be less than
60°C (140°F) at the nozzle and at least 1 litre/m2 (approx. 2
gal./100 sq. ft.) shall be applied to the surfaces to be de-iced..
The freezing point of the SAE Type II, SAE Type III or SAE Type IV
mixture must be at least 7°C (13°F) below OAT when the OAT is
−25°C (−13°F) or below. When OAT is higher, the fluid freeze point
must not be greater than 3°C (5°F) above OAT.
Considering the nature of the precipitation present and the likely
duration of the delay between the completion of the anti-icing step
and take-off, use Table 07−01−8 to Table 07−01−15 (as
applicable) to determine the fluid/water mixture that will provide the
most effective anti-ice protection. Note that the holdover times are
from the beginning of the anti-icing step.

NOTE
SAE Type II/III/IV fluid must never be applied to the following:
− Air data probes/sensors, TAT probes
− AOA vanes, Ice detector probes
− Control surface cavities
− Windshields and side windows
− Lower side of radome
− Engine cowlings and thrust reverser components
− Engine and APU air intakes
− NACA vent scoops.

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6. AIRFRAME DEICING, ANTI-ICING AND INSPECTION (CONT'D)

M. Infrared Deicing

WARNING

When using infrared energy to deice, wet surfaces require an

application of heated deicing fluids to prevent refreezing after
removal of infrared energy source.
When required, for operation other than frost or leading edge ice
removal, and when OAT is at or below 0°C (32°F), an additional
treatment with hot deicing fluid must be done within the infrared
deicing facility to prevent refreezing of water, which may remain in
hidden areas.
Deicing using infrared energy is an alternative procedure for removing frozen precipitation. It
is accomplished through heat that breaks the bond of adhering frozen contamination. The
application of infrared energy may be continued to melt and evaporate frozen contaminants.
When using infrared energy to deice, refer to the following SAE industry standard practices
and FAA Advisory Circulars for procedures and precautions:
• SAE Aerospace Recommended Practices ARP 4737
• FAA Advisory Circular No: 150/5300−14 Appendix A
• FAA Advisory Circular No: 120−89.
N. Airplane Procedures During Gantry Deicing

WARNING

For personal safety and to avoid occurrence of incidents caused by

engine suction or blast, engines must be run at idle.

CAUTION
The gantry should be programmed to avoid direct impingement on
engine intakes, windshield and cabin windows, AOA vanes, pitot
heads, static vents, wheels and brakes. If the airplane is deiced
using manual direct spray jets, the above areas should be avoided.

NOTE
Direct spraying is defined as anti-ice fluid jet impact due to spray
velocity which may cause mechanical damage. If direct spraying
occurs to the engine(s), the pilot should request a wash of both
engines on the airplane’s return to base.

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7. PHASE OF FLIGHT PROCEDURES

A. Engine Start

CAUTION
The freedom of the N1 fan to rotate must be confirmed before
engine start. In cold weather, water may freeze in the area of the
lower intake, jamming the adjacent fan blades. It is recommended
that this be removed by the application of warm air. Under no
circumstances is it permissible to use deicing or deicing/anti-icing
fluid for this purpose.
(1) Start checklist .............................................................................................. Complete
(2) Ground Power Unit (if available)............................................................... As required
NOTE
It may be necessary to use ground heating to warm the starter
valve, fuel control unit and ignition system if the engine fails to
start normally.
If ground heating was used to remove ice build-up from the fan,
start the engine immediately to prevent refreezing.
(3) Normal engine start checklist.................................................................... Accomplish
(4) Engine Instruments........................................................................ Monitor for normal
operation
NOTE
During cold weather starts, initial oil pressure response may be
slow and is not unusual. The oil pressure indication may then
indicate higher than the normal range and should progressively
reduce to normal readings as the engine achieves normal
operating temperatures (< 130 psi at idle within 10 minutes).
When an engine is started in very cold temperatures, engine oil
temperature indications may intermittently display amber
dashes until normal operating temperatures are attained.
During cold weather starts, the probability of encountering
higher engine vibration levels or a sudden rise in ITT is
increased. If an anomaly is encountered during engine start, the
start should be aborted at pilot’s discretion.
———— END ————

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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

B. After Starting Engines
(1) Engine instruments ..........................................................................................Monitor
• After engine start, four minutes may be required for the VFG’s to stabilize sufficiently.
• Do not operate engines above idle power until engine indications have returned to
normal. Make thrust lever movements cautiously. All indications should read normal
within a short period of time after reaching idle speed.
(2) Electrical power ................................................................................................ Check
(3) Ground Power Unit ............................................................. Disconnect (if connected)
(4) Accomplish the normal After Start Checklist.
Refer to Chapter 4; NORMAL PROCEDURES − ENGINE STARTING − After Start
Check.
(5) Flight controls ................................................................................. Check freedom of
movement
• Check primary flight controls (ailerons, elevators, rudder) and roll spoilers through full
travel. Also check trims and slats/flaps for normal operation prior to establishing
take-off configuration.
• Closely monitor the associated indicator and annunciators when operating the
slats/flaps during low temperatures, for positive movement. In the event of stoppage,
immediately place the slats/flaps selector in the same position as indicated.
NOTE
The wing slats/flaps may need to be retracted to IN/0° to avoid
contamination of the operating mechanism during taxiing in
slush, standing water or drifting snow. If this is the case, the
Taxi checklist should be re-completed AFTER the slats/flaps
have been set in the take-off position.
(6) ANTI-ICE ................................................................................... Checked/As required
• Anti-ice systems check (first flight of day) ................................. Accomplish
Refer to Chapter 4; NORMAL PROCEDURES − ENGINE STARTING − After
Starting Engines.
• Anti-ice systems ........................................................ Configure as required
Refer to Chapter 2; LIMITATIONS − OPERATING LIMITATIONS − Operation in
Icing Conditions.
———— END ————

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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

C. Taxi Out
NOTE
When taxiing or holding on the ground at low power in
temperatures less than 1°C (33.8°F), the following procedures
are recommended:
At intervals of not more than 60 minutes, accelerate the engine
to 40% N1, pause 10 seconds, then resume idle operation.
Just prior to take-off, accelerate the engine to 40% N1, pause to
check normal operation, then select normal thrust.
(1) Nosewheel steering .......................................................................................... Check
• Nosewheel steering should be exercised in both directions during taxi.
• Avoid large nosewheel steering inputs.
(2) When operating from runways or taxiways covered or contaminated with water, snow or
slush or following overnight parking in known icing conditions, the following steps are
applicable in order to prevent freezing of the wheel brakes:
• During taxi, use light brake applications to warm brakes to approximately 4 units
BTMS before take-off. Monitor BTMS during taxi.
− Always taxi at a manageable speed (depending on surface condition and
contamination).
− Maintain a greater distance than normal between airplanes especially when
slush, standing water, ice or snow is present on surfaces of the movement area.
− Application of brakes should be kept to a minimum during turns or not at all, if
possible.
− Be aware of increased stopping distances, engine exhaust of the airplane
ahead, obscured runway, taxiway or ramp markings, snowbanks and crosswind
conditions.

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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

C. Taxi Out (Cont’d)
(4) Prior to positioning for take-off on the active runway, make certain that:
• The airplane is properly configured for take-off (accomplish the complete TAXI
checklist);
• The airplane is aerodynamically clean.
(5) Taking into consideration the various relevant factors affecting anti-ice holdover time, the
PIC shall when in doubt about the aerodynamic cleanliness of the airplane, have a visual
inspection performed or return to the ramp.
(6) Delay the take-off :
• When the depth of contaminants on the runway surface exceeds the allowable limits
• During extreme weather conditions (refer to Holdover Time Guidelines)
• When braking action is reported to be poor.

CAUTION
If any delays are encountered prior to take-off and any
precipitation is present, a COMPLETE deicing/anti-icing of
the airplane may be required.
———— END ————
D. Take-Off
• Accomplish the normal Take-off Checklist.
When in icing conditions:
• Refer to Chapter 2; LIMITATIONS − OPERATING LIMITATIONS − Operation in Icing
Conditions.
• If frost is visible, set and verify take-off EPR, prior to brake release. Alternatively, the
engines should be run for 10 minutes.
• Do not increase to take-off thrust until normal engine operation has been achieved
and indications stabilized.

NOTE
When the Wing Anti-Ice is selected, there could be up to a
2 minute time delay before the wing leading edges on the
BLEED synoptic page and the WAI annunciators on the
EICAS display green (normal).
• WING & COWL ANTI-ICE switched.................................................................. ON
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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

D. Take-Off (Cont’d)

CAUTION
If wing leading edge roughness is observed or suspected in any
way, DO NOT attempt to take-off.
• Normal take-off techniques should be employed, as applicable.
• Take-offs in icing conditions require extra diligence in the monitoring and
cross-checking of the engine instruments, particularly EPR, to ensure that there is
sufficient thrust available.
• Power application should be done as symmetrically as possible to avoid yawing
moments during the first portion of the take-off roll.
• Always be aware of the penalties to airplane performance (i.e. Take-off and
accelerate-stop distance, V1, VR and V2) incurred when taking off on contaminated
runways, more so with engine anti-ice in use (Refer to the Airplane Flight Manual
Supplement 3).
• Ensure that there is sufficient cleared runway width available for your requirements.
• Take-offs on contaminated runways are not recommended when crosswind
component exceeds 20 knots.
• Apply brakes and advance engine thrust levers. If the airplane starts to creep or slide
on the ice or snow during engine power check, release the brakes and begin the
take-off roll. Anticipate lags in nosewheel steering response and nosewheel skidding
and apply corrections as necessary.
• Avoid large or rapid nosewheel steering inputs during the take-off roll.
• Directional control can be improved by employing a light but firm forward pressure on
the control column to increase nosewheel steering effectiveness.
• Use aerodynamic control as soon as it becomes available.

NOTE
Rudder can increase directional control in the 60 to 100
knots range.
Avoid large or rapid rudder inputs.
• Slush on the runway during take-off may adversely affect acceleration notably
around the high speed regime. Slush and/or water could also accumulate on the
flaps and refreeze during the climb. Additionally, it is also possible to sustain damage
on the lower fuselage and underwing areas from the slush thrown up from the
wheels.

CAUTION
The responsibility for the decision not to abort even for
minor discrepancies remains with the Pilot-in-Command.
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D. Take-Off (Cont’d)
• At the moment of rotation, some reduction in drag may occur.
• A normal rate of rotation is recommended. Anticipate and be prepared to accept a
higher then normal V2. This increased initial climb speed will not adversely affect the
climb profile.
• If the airplane tends to pitch-up or roll-off once airborne, use ailerons, elevators and
rudder as required to maintain the desired flight path. Avoid over-controlling by
applying smooth and continuous flight control inputs only.
• If the decision is made to reject the take-off, achieve maximum deceleration:
(1) Use maximum reverse thrust and maximum braking.
(2) Anticipate the possibility of skidding.
(3) If a skid develops, reduce reverse thrust to idle reverse and if necessary, return
the engines to forward idle thrust to return to the centerline. Regain the centerline
with nosewheel steering, rudder and/or differential braking.
———— END ————
E. After Take-Off
• Accomplish the normal After Take-off Checklist.
(1) WING and COWL ANTI-ICE switches ................................................................... ON
(2) Confirm that wing and cowl anti-ice system indications are normal, ICE advisory
message (above 400 feet AGL) on and WAI and CAI icons are green.
———— END ————
F. Climb / Cruise
When in icing conditions, or when ICE is annunciated by the ice detection system:
(1) WING and COWL ANTI-ICE switches ................................................................... ON

NOTE
Selection of wing and cowl anti-icing systems to ON above
30,000 feet, may cause significant engine bleed flow extraction
for a short time period. Monitor engine ITT.
(2) Confirm that wing and cowl anti-ice system indications are normal, ICE advisory
message (above 400 feet AGL) on and WAI and CAI icons are green.
NOTE
Increasing the airspeed by at least 100 knots at low altitude
may effect a TAT rise of an average of 8 °C which will shed ice
formations that may have formed on the empennage.
(3) Fuel temperature .............................................................................................Monitor
Refer to the Chapter 2, LIMITATIONS − POWER PLANT − FUEL: Fuels and Fuel
additives; Engine Fuel Temperature and Bulk Fuel Temperature.
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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

F. Climb / Cruise (Cont’d)
NOTE
Higher than normal engine vibration of a fluctuating nature may
be experienced in icing conditions. If the FAN VIB gauge
indicates greater than 1.0 mils, refer to chapter 5;
NON-NORMAL PROCEDURES − POWER PLANT.
Use of cowl and wing anti-ice systems affects engine and
airplane performance. Refer to the Airplane Flight Manual,
Chapter 6; PERFORMANCE, for applicable factors.
If the airplane flies out of icing conditions and the ice detector
system senses no ice present, the ICE message will go out
(after 60 seconds).
When the wing and cowl anti-ice valves are manually selected,
there is no time delay before the position indicators on the
BLEED synoptic page actually indicated open or closed.
In AUTO mode, if the airplane flies into icing conditions and the
ice detector system senses the presence of ice, the Wing and
Cowl Anti-Ice valves are automatically activated to open
position with no time delay and the position indicators on the
BLEED synoptic page will indicate the actual position of the
WAI and CAI valves.
In AUTO mode, if the airplane flies out of icing conditions and
the "ICE" CAS message is extinguished, the Wing Anti-Ice
valves are automatically activated to the closed position and the
position indicators on the BLEED synoptic page will indicate the
actual position of the WAI valves.
In AUTO mode, if the airplane flies out of icing conditions and
the "ICE" CAS message is extinguished, the Cowls Anti-Ice
valves are automatically activated to the closed position after a
2 minute time delay and the position indicators on the BLEED
synoptic page will indicate the actual position of the CAI valves.
Wing anti-ice valves may close when the temperature control
has been achieved.
———— END ————

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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

G. Descent − Approach
• Accomplish the normal Descent checklist.
• Anticipate that wing and engine anti-icing requirements during descent will always be
necessary particularly when going through visible precipitation/moisture.
• In the event of ice-protection system(s) failure and when ice formations are observed on
the surfaces of the airplane (wings, window frames, etc.), consider increasing the final
approach speed by 20 knots, also taking into consideration wind, gust and icing factors
(Refer to Chapter 5; NON-NORMAL PROCEDURES − ICE AND RAIN PROTECTION).
• Be aware of reduced airplane performance and limitations.
• Check landing distance as per Airplane Flight Manual.
• Always avoid holding in icing conditions for longer than is necessary, and properly
coordinate your intentions with ATC. Holding in icing conditions with slats extended is
prohibited.
• Ensure that cleared runway width available is sufficient.
• Take note of PIREP’s on braking conditions, if any.
• Plan the approach ahead of time and take particular attention to the final approach. Aim
for a stabilized approach (i.e. on speed, on glide path) using the lowest approach speed
(highest flap setting with all relevant factors considered) possible, and to touchdown in
the touchdown zone, on the centerline.

WARNING

Even small accumulations of ice on the wing leading edge can

change the stall speed, stall characteristics or warning margin
provided by the stall protection system. Do not reduce speed below
VREF or land with visible ice on the wing except under failure
conditions. (Refer to Chapter 5; NON-NORMAL PROCEDURES −
ICE AND RAIN PROTECTION), Ice Dispersal Procedure.
When in icing conditions, or when ICE is annunciated by the ice detection system:

NOTE
Flaps should not be extended in icing conditions except as
required for take-off, approach and landing. However, if flaps
are deployed in icing conditions for extended periods or in
severe icing, light to moderate buffet may be encountered. No
handling difficulties will result and normal landing flaps can be
used. If the buffet is alleviated by reducing the flap setting, a
landing in this configuration may be made at the discretion of
the pilot. (Refer to Chapter 5; NON-NORMAL PROCEDURES −
FLIGHT CONTROLS − FLAPS FAILURE), for factors to be
applied to approach speed and landing distance.
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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

G. Descent − Approach (Cont’d)
(1) WING and COWL ANTI-ICE switches ................................................................... ON

NOTE
1. Selection of wing and cowl anti-icing systems to ON above
30,000 feet, may cause significant engine bleed flow
extraction for a short time period. Monitor engine ITT.
2. Do not hold in icing conditions with slats out.
———— END ————
H. Landing
(1) Landings on contaminated runways are prohibited when the depths of contaminant are
equal to or greater than:
CONTAMINANT LANDING
Standing Water 12.7 mm (0.50 in)
Slush 15.2 mm (0.60 in)
Loose Wet Snow 30.5 mm (1.20 in)
Loose Dry Snow 61.0 mm (2.40 in)

(2) Landings are prohibited with a tailwind of more than 10 kts.

CAUTION
Landings on contaminated runways should be avoided in
tailwind conditions, whenever possible.
(3) When operating from wet, snow covered or slush covered taxiways, the following steps
are applicable in order to prevent freezing of the wheel brakes;
• When landing, carry out a positive landing to ensure initial wheel spin up and
breakout of frozen brakes if icing has occurred.
• During the landing roll and subsequent taxi, use the brakes to prevent progressive
build-up of ice on the wheels and brakes. Monitor BTMS during taxi.
(4) Lower the nosewheel immediately and hold light forward control column pressure.

CAUTION
Use of thrust reversers on snow covered surfaces can create a
white-out situation which can preclude the safety of the airplane
and the passengers.
(5) Use maximum reverse thrust as soon as possible after touchdown. Thrust reversers are
most effective at high speed. At low speed, minimize the intensity and duration of
reverse thrust, however, maximum reverse thrust may be used to a complete stop in
case of an emergency situation.
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H. Landing (Cont’d)
(6) DO NOT pump the brakes as this will only diminish braking effectiveness. Apply brakes
normally with steadily increasing pressure, allowing the anti-skid system to modulate
brake pressures to obtain maximum braking.
(7) Maintain directional control with the rudder as long as possible and use nosewheel
steering with extreme care.
(8) Anticipate skidding and hydroplaning to occur, and be prepared to make the necessary
corrections.

CAUTION
If a skid develops, reduce reverse thrust to idle reverse and if
necessary, return the engines to forward idle thrust to return to
the centerline. Regain the centerline with rudder and/or
differential braking. Use nosewheel steering with caution.
———— END ————
I. Taxi-In and Parking
NOTE
During the landing roll and subsequent taxi on wet, snow
covered or slush covered runways or taxiways, use the brakes
to prevent progressive build-up of ice on the wheels and brakes.
Monitor BTMS during taxi, in order to prevent freezing of the
wheel brakes.
Following landing or taxi on wet, snow or slush covered
runways and taxiways, tires should be inspected for flat spots
prior to the next flight.
(1) Nosewheel steering .......................................................................................... Check
• Nosewheel steering should be exercised in both directions during taxi.
• Avoid large nosewheel steering inputs.
(2) During taxi, use light brake applications; monitor BTMS during taxi.
• Always taxi at a manageable speed (10 knots maximum is recommended).
• Maintain a greater distance than normal between airplanes especially when slush,
standing water, ice or snow is present on surfaces of the movement area.
• Application of brakes should be kept to a minimum during turns or not all, if possible.
• Be aware of increased stopping distances, engine exhaust of the airplane ahead,
obscured runway, taxiway or ramp markings, snowbanks and crosswind conditions.
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7. PHASE OF FLIGHT PROCEDURES (CONT'D)

I. Taxi-In and Parking (Cont’d)

CAUTION
Reverse thrust should be used with extreme caution and only
when absolutely necessary to preclude departure from the
intended path or when nosewheel skidding develops.
DO NOT use thrust reversers if movement area surfaces are
covered with slush, ice, standing water or snow except in the
interest of safety.
Use of thrust reversers on snow covered surfaces can create a
white-out situation which can preclude the safety of the airplane
and the passengers.
• DO NOT retract the slats/flaps to the fully up position if the approach was made in
icing conditions or snow, to avoid possible damage to the structure and mechanism
by frozen slush and / or snow.
• Slat/flap retraction should commence when a visual inspection has confirmed that
there is no significant amount of ice, slush or snow in the slat/flap mechanisms.
When in icing conditions:
(3) L and R COWL ANTI-ICE switches ....................................................................... ON
Refer to Chapter 2; LIMITATIONS − OPERATING LIMITATIONS − Operation in Icing
Conditions.
(4) Anticipate that parking ramps / bays can be iced over and the use of reverse thrust for
stopping the airplane may be necessary.
———— END ————
J. Engine Shutdown
(1) Accomplish the normal Engine Shutdown checklist.
NOTE
A L-R COWL A/ICE FAULT advisory message may be
displayed on the EICAS after engine shutdown if the N2 does
not spool-down below 35% in 20 seconds.
(2) Wing and Cowl Anti-Ice ....................................................................................... OFF
———— END ————
K. Leaving the Airplane
(1) In addition to the normal procedures for securing the airplane, the flight crew must
ensure that ground personnel provides for special servicing of the airplane, specially for
prolonged or overnight stops as per the "Ground Handling and Servicing Information"
handbook, section 4: "Cold Weather Parking − Servicing":
AMM TASK 12–31–01–587–801.
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K. Leaving the Airplane (Cont’d)
(2) With a flight crew or a qualified ground crewmember present in the flight compartment,
the APU may be operated and one of the air-conditioning packs activated to provide for
heating of the airplane interior and essential compartments to preclude freezing of the
battery or water containers.
(3) Consider the application of deicing/anti-icing fluid prior to next departure.
(4) If able, park on a clear or sanded spot.
(5) Park into the wind, if possible.
(6) At airports where normal support is not available, the flight crew should arrange for, or
ascertain that the following procedures are performed:
• Wheel chocks..................................................................................Check in place
• Parking brake............................................................................................ Release
• Wheel chocks must be in place and parking brake off to eliminate the
possibility of the brakes freezing.
• All protective covers.................................................................................. Installed
• Water System ............................................................................................Drained
• Lavatory and waste system .......................................................................Drained
• Batteries..............................................................................Disconnect, if required
NOTE
If the aircraft is exposed to temperatures −30 °C (−22 °F) for
greater than 10 hours, the aircraft batteries should be removed
from the aircraft and stored in a warm area.
• All doors ...................................................................................................... Closed
NOTE
For appropriate short or long term parking preparation, refer to
"Ground Handling and Servicing Information" handbook,
Section 4: "Cold Weather Parking − Servicing",
AMM TASK 12−31−01−587−801: Cold Weather Parking.
———— END ————

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−68 CSP 700−6
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

7. PHASE OF FLIGHT PROCEDURES (CONT'D)

L. Procedures to Prevent Freezing of Wheel Brakes
(1) When operating from wet, snow covered or slush covered runways or taxiways, or
following overnight parking in known icing conditions, the following steps are applicable
in order to prevent freezing of the wheel brakes:
• During taxi, use light brake applications to warm brakes before take-off. Monitor
BTMS during taxi.
• When landing, carry out a positive landing to ensure initial wheel spin up and
breakout of frozen brakes if icing has occurred.
• During the landing roll and subsequent taxi, use the brakes to prevent progressive
build-up of ice on the wheels and brakes. Monitor BTMS during taxi.
(2) Following take-off or landing on wet, snow or slush covered runways and taxiways, tires
should be inspected for flat spots prior to the next flight.
———— END ————

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−01−69
SUPPLEMENTARY PROCEDURES
COLD WEATHER OPERATIONS

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Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−01−70 CSP 700−6
SUPPLEMENTARY PROCEDURES
FLIGHT IN TURBULENCE

1. GENERAL
Flight through known turbulence should be avoided as much as possible. During cruise, areas
with known severe turbulence should be overflown or circumnavigated, if possible. In the
departure or approach area, when severe turbulence or thunderstorms have been reported or
observed, this may entail the delay of the take-off or the approach. If flight through turbulence is
unavoidable, the following procedures are recommended and should be observed, as applicable.

2. TURBULENCE PENETRATION
Before entering an area of known turbulence, secure all loose equipment in the flight
compartment. Shoulder harness should be worn by both flight crews and checked for security.
The recommended procedures for flight in turbulence are as follows:
1. AUTOPILOT
• The autopilot may be used when flying through turbulence and in most cases can be
regarded as the primary means of aircraft control in turbulence. The autopilot gains are
reduced to compensate for and provide a smoother flight during turbulent conditions.
When the autopilot is used, guard the AP/SP DISC button on the control wheel to permit
immediate disengagement should the need arise.
2. AIRSPEED
• The best airspeed and flight configuration to use in severe turbulence is that which
affords the best overall protection from inadvertent stall and high speed buffet while
retaining structural integrity. Most turbulence encounters at high altitude are not severe
and do not require an airspeed reduction. DO NOT fly less than the minimum
maneuvering speed for the existing flight condition. The maximum recommended
airspeed for turbulence penetration is 300 KIAS or 0.80M whichever is less. (For
maneuvering speeds, refer to the Airplane Flight Manual, Chapter 6 PERFORMANCE,
GENERAL − Flight Capabilities, Maneuvering Capabilities).
• Severe gusts or drafts will cause large and often rapid variations in IAS. Do not "chase"
the airspeed in order to maintain the recommended speed
3. ALTITUDE
• Large altitude variations are possible in severe gusts or drafts, but do not "chase"
altitude. Allow it to vary (provided there is adequate terrain clearance), that is, sacrifice
altitude in order to maintain the desired attitude.
4. ATTITUDE
• If the airplane is flown manually, hold wings level and desired pitch attitude using the
flight director as the primary instrument. In extreme drafts, large attitude changes may
occur. Do not make sudden large control inputs when making corrections; instead, use
moderate inputs to resist changes in attitude. After establishing the trim setting for
penetration, do not change stabilizer trim.
5. ENGINE
• Adjust thrust to maintain the recommended turbulence penetration airspeed as required
for the phase of flight. Once power is set to maintain the desired airspeed, avoid further
power changes. Change the thrust setting only in case of extreme airspeed variation.
Remember that a transient increase is always more advisable than a loss in speed which
decreases buffet margins and is difficult to recover.

REV 114, Aug 16, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−02−1
SUPPLEMENTARY PROCEDURES
FLIGHT IN TURBULENCE

2. TURBULENCE PENETRATION (CONT'D)

6. FLAPS / SPOILERS
• Flaps extension in an area of known turbulence should be delayed for as long as
possible because the airplane can withstand higher gust loads in the clean configuration.
If severe turbulence persists in the area, consider diverting to the alternate station.
• Whenever the flight spoilers are employed, keep hand on the flight spoilers lever unless
it is necessary to remove hand in order to perform some other specific function.
7. PASSENGER / CABIN CREW CONSIDERATIONS
• Whenever possible, advise the passenger cabin before or shortly after take-off of
anticipated enroute turbulence so that they can plan their activities accordingly.
• When mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ sign and advise the
passengers over the PA system of light turbulence and request that they fasten their
seatbelts.
• If other than mild turbulence is encountered, turn on the ‘Fasten Seat Belt’ and ‘No
Smoking’ signs. Make an announcement over the PA system and advise the passengers
of the expected rough air and request that they fasten their seatbelts snugly. After
passing through the area of turbulence, turn off the ‘No Smoking’ sign and make a PA
announcement that the flight is clear of the area of turbulence. The ‘Fasten Seat Belt’
sign may then be turned off.

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
07−02−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

1. GENERAL
The engine starting procedures presented in this supplement are designed to provide flight crews
with the information needed to safely and effectively start the engines under a variety of
situations. The normal start procedure contained in Chapter 4 is based on the auxiliary power unit
(APU) being available to provide electrical and pneumatic power for AUTO engine starting. This
supplement addresses alternate engine start procedures as follows:
• Manual Engine Start Procedure
• Cross Bleed Engine Start Procedure
• External Air Engine Start Procedure
• External DC or Aircraft Battery External Air Engine Start Procedure
For all engine start procedures it is expected that flight crews have completed all checks up to
and including the Start Check prior to conducting any of the alternative engine starting
procedures. For the situation where flight crews have only external DC power or aircraft battery
power available, it is not possible to satisfactorily complete the Flight Compartment Safety Check
or the Flight Compartment Originating check prior to starting an engine. For this reason, the
External DC or Aircraft Battery External Air Engine Start Procedure includes all flight crew checks
from the Flight Compartment Safety Check through to the completion of the Start Check.

NOTE
1. For an AUTO ground start the FADEC will prevent fuel flow until ITT
is below 150 °C.
2. If an engine start is conducted between 20 minutes to 5 hours from
engine shutdown, the FADEC will automatically crank the engine for
30 seconds after reaching 15% N2 . At the end of the 30 second
period, the IGN icon will appear followed by fuel flow and then
light-off indication.
3. For airplane operations in excess of three operating hours, the
engine oil system must be verified FULL prior to flight.
4. The FDR FAIL advisory message should go out after the first
engine has started.
5. If the start was manually aborted due to no light-off, high ITT, stalled
start or unburned fuel, dry crank the engine until ITT is less than
150 °C or starter limit.
6. Disregard L (R) ENG SAV FAIL caution message during an
aborted start.

REV 107, Feb 22, 2021 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−1
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING
A. Manual Engine Start Procedure
NOTE
1. Ensure Flight Compartment Safety Check, Flight Compartment
Originating and Start Check are completed prior to conducting
this procedure.
2. The Manual Engine Start Procedure may be used as a
substitute for any AUTO start procedure.
(1) IGNITION............................................................................................................... ON
• IGN icon will appear vertically above the N2 readout.
• L−R IGNITION ON status message on.
For engine to be started:
(2) ENG START .......................................................................................... L (R) CRANK
• Starter engages.
• START icon appears horizontally above the N2 readout.
• IGN icon is removed.
• N2 and N1 readout.
• OIL PRESS rising, amber icon will turn to green at approximately 35 psi.
When N2 reaches 20% RPM:
(3) ENG RUN switch ................................................................................................... ON
• IGN icon will appear vertically above the N2 readout.
• FUEL FLOW indication, approximately 450 − 600 PPH.
• Light-off indication.
When N2 reaches approximately 42% RPM:
• Starter disengages.
• START icon is removed.
• Maximum ITT approximately 400 − 500 °C.
Once engine has started:
(4) ENG START ......................................................................................................AUTO
• N1 stabilizes at approximately 25%.
• Check that oil pressure is within normal range.
• Check that oil temperature rising, amber icon will turn to green at approximately
20 °C.
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Volume 1 Flight Crew Operating Manual REV 55, Sep 14, 2007
07−03−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

A. Manual Engine Start Procedure (Cont’d)
(5) IGNITION............................................................................................................. OFF
• IGN icon is removed.
• L−R IGNITION ON status message removed.
(6) After Start Check ...................................................................................... Accomplish
Refer to Chapter 4; NORMAL PROCEDURES, ENGINE STARTING, AFTER START
CHECK.

To Stop Start
(1) ENG RUN switch ................................................................................................. OFF
(2) IGNITION.................................................................................................. Check OFF
If start was aborted due to no light-off, high ITT, or unburned fuel:
(3) ENG START ................................................................................................... CRANK
until ITT is <150 °C or starter limit.
(4) ENG START ......................................................................................................AUTO
———— END ————
B. Cross Bleed Engine Start Procedure

CAUTION
This procedure requires the use of higher than normal thrust
settings on the ground. Ensure that intake and exhaust areas of the
operating engine are clear.

Flight Compartment Safety Check

(1) Airplane and flight publications .....................................................................On board
• Verify that airplane documentation, official documents, operating manual,
Quick Reference Handbook (QRHs) and navigation kits are aboard.
(2) Circuit breakers / Fuel / Oil panels......................................................... Closed / OFF
• Check both Cockpit Breaker Panels to confirm status of individual circuit
breakers.
• Only one (1) circuit breaker reset is permitted.
• When a thermal circuit breaker trips, a 3 minute cooling period should be
observed before reset.
• Flight compartment bulkhead switches......................................................... All off
• Cockpit refuel / defuel panel ....................................................................... Off
• Cockpit oil replenishment panel .................................................................. Off
t

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
• AURAL WARNING test (1) .................................................................. Accomplish
• Press AURAL WARNING TEST 1 button and check that the following
tones / voice messages are presented for channel 1:
• Aural warning test 1, stall, overspeed tone, master warning tone
(triple chime), no take-off, left engine fire, right engine fire, APU fire,
smoke, cabin altitude, gear bay overheat, left reverser unlocked, right
reverser unlocked, normal brake fail, caution tone (single chime),
gear, autopilot disengage tone (cavalry charge), autothrottle, altitude
alert tone (C-chord), vertical track alert tone (double C-chord), trim
clacker tone, minimums, and SELCAL.
• Once the test sequence is verified, the aural test can be terminated
by pressing the select button again.
• FIRE TEST........................................................................................... Accomplish
• Press FIRE TEST select button and note the following:
• L ENG, R ENG and APU fire DISCH handles lights come on.
• Master warning lights flash.
• The following warning messages come on:
• L ENG FIRE, R ENG FIRE, APU FIRE and MLG BAY OVHT.
• SMOKE AVIONICS BAY, SMOKE BAGGAGE (if installed),
SMOKE FWD LAV (if installed), SMOKE AFT LAV (if installed)
and SMOKE CLOSET (if installed).
• The following aurals come on once:
• left engine fire, right engine fire, and APU fire,
• smoke, and
• gear bay overheat
• When the FIRE TEST is complete (approximately 15 seconds), all
warning messages go out, master warning lights go out and the fire
DISCH handle lights go out.
(19) NAV lights .............................................................................................................. ON
(20) Parking brake......................................................................................................... ON
• Brake pedals ................................................................................................. Press
• Parking brake.................................................................................................... ON
• Brake pedals ............................................................................................. Release

REV 55, Sep 14, 2007 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−11
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)

Flight Compartment Originating

(1) Internal & external pre-flight checks ............................................................ Complete
• The internal and external pre-flight checks will be accomplished by the pilot
and/or copilot.
(2) Chocks........................................................................................................... Installed
(3) Gear and safety pins.....................................................................................On board
• Confirm the removal of the three landing gear downlock safety pins, the
nose gear doors safety pin and the RAT safety pin. Five pins total.

On Airplanes 9123 and subsequent

• Confirm the removal of the three landing gear downlock safety pins, the
nose gear doors safety pin, the RAT safety pin and the emergency
overwing exit safety pin. Six pins total.

(4) Pedals, seats and harness ............................................................................Adjusted

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
(11) Cockpit voice recorder ......................................................................................Tested
• With press-to-test button held (for 1 second), check that STATUS indicator is
on (green light for 1 second) and the CVR aural tone is on (for 2 seconds)

On airplanes 9002 thru 9158:

(12) Mach transducer selector valve .....................................................................Guarded

(13) ELT ......................................................................................................................ARM

(14) Hydraulic panels and pumps ..............................................Checked / AUTO / 3A ON
• Select HYD synoptic page.
• Fluid quantities / temperatures...................................................Check normal
• Hydraulic pump operation and logic check. Only 1 hydraulic pump will
operate at a time if the APU GEN is the power source.
• PUMP 3A switch ...................................................................................... OFF
• Check that the pump turns off.
• PUMP 1B switch ........................................................................................ ON
• Check that pressure for system 1 is normal.
• PUMP 1B ...............................................................................................AUTO
• Check that the pump turns off.
• PUMP 2B switch ........................................................................................ ON
• Check that pressure for system 2 is normal.
• PUMP 2B ...............................................................................................AUTO
• Check that the pump turns off.
• PUMP 3B switch ........................................................................................ ON
• Check that pressure for system 3 is normal.
• PUMP 3B switch ....................................................................................AUTO
• Check that the pump turns off.
• PUMP 3A switch ........................................................................................ ON
• Check that pressure for system 3 is normal.
(15) Electrical panel ............................................................................................. Checked
• EXT AC (DC) ....................................................................................... As required
• GEN 1, 2, 3, 4 / APU GEN ..........................................................................Normal
• RAT GEN ...................................................................................... Normal (armed)
(16) IAC aural warning switches ..................................................................Guarded / Out
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Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
07−03−16 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
(17) Fuel panel ..................................................................................................... Checked
• Switches............................................................................................................Out
• Tank quantities............................................................................................Normal
• WING XFER................................................................................................. AUTO
• AFT XFER.................................................................................................... AUTO
(18) Engine panel................................................................................................. Checked
• IGNITION switch ...............................................................................................Out
• ENG START switch ..................................................................................... AUTO
(19) Bleeds / packs / anti-ice panel ...................................................................... Checked
• TEMPERATURE switches ................................................................... As required
• Switches............................................................................................................Out
• RAM AIR switch ...............................................................................Guarded / Out
• AUX PRESS switch .........................................................................Guarded / Out
• PACK CONTROL switch............................................................................. NORM
• BLEED switches (4) ..................................................................................... AUTO
• COWL anti-ice switch (2) ................................................................................ OFF
• WING anti-ice switch....................................................................................... OFF
• WING XBLEED switch ................................................................................. AUTO
(20) Pressurization panel ............................................................................. Checked / Set
• AUTO / MAN switch ..........................................................................................Out
• EMER DEPRESS switch .................................................................Guarded / Out
• OUTFLOW VALVES switches ..........................................................................Out
• DITCHING switch..............................................................................................Out
• LDG ELEV switch ...........................................................................................FMS
• If MAN, set destination airfield elevation.
• RATE switch ............................................................................................... NORM
• Select STAT Page.
• Pressurization indications ...........................................................................Normal

CAUTION
Ensure windshield is clear of ice or snow prior to selecting
Windshield heat ON. Ice/Snow may affect windshield sensed
temperature and can result in damage to windshield.
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REV 79, Mar 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−17
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
(21) Windshield heat ..................................................................................................... ON
(22) External lights ........................................................................................... As required
(23) Emergency lights .................................................................................................ARM
(24) Standby compass ......................................................................................... Checked
• Compare headings with pilot’s and copilot’s HSIs on the PFD and MFD.
• Heading information may be affected by magnetic disturbances created
by ground equipment.
(25) Glareshield panels ................................................................................ Checked / Set
• Pilot’s / copilot’s glareshields .............................................. Check free movement
• NAV SCR ............................................................................................. As required
• BRG pointers ....................................................................................... As required
• BARO SET........................................................................................... As required
• SPD............................................................................Select MAN, preset V2, then
select FMS
• HDG ........................................................................................Set runway heading
• ALT ...................................................................................Set first cleared altitude
• CPL ..................................................................................Set either pilot or copilot
side

Pending Rectification:
• EMS CDU .......................................................................................... Select CNTL
• SLAT / FLAP reset ...............................................................................RESET

Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
07−03−18 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)

(26) Stall pusher switches ............................................................................................. ON

(27) Stall test .................................................................................................... Accomplish

• Test can be accomplished on either pilot’s or copilot’s EMS CDU.

• Select TEST and press the STALL TEST select button and note the
following:
• Pilot’s stick shaker only is activated along with STALL annunciator on
PFD.
• Co-pilot’s stick shaker only is activated along with STALL annunciator on
PFD.
• Both stick shaker are activated along with the STALL annunciator on
PFDs, IGN annunciated on EICAS and STALL aural come on.
• Stick pusher is activated and both control columns move full forward and
then return to neutral (twice).
• After the above test is complete, press and hold the MASTER DISC button
on either the pilot’s or copilot’s control wheel (hold for not less than 12
seconds) and note the following:
• That the following are displayed while holding the button:
• AP 1−2 FAIL advisory message,
• STAB TRIM caution message, and
• STALL PROTECT FAIL caution message.
• All messages go out as the MASTER DISC BUTTON is released.
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REV 79, Mar 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−19
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)

JAA Certified Airplanes

• After the above test is complete, press and hold the MASTER DISC button
on either the pilot’s or copilot’s control wheel (hold for not less than 5
seconds) and note the following:
• That the following are displayed while holding the button:
• AP 1−2 FAIL advisory message, and
• STAB TRIM caution message.
• All messages go out as the MASTER DISC BUTTON is released.
NOTE
The selection of either of the STALL PUSHER switches to
OFF will disable the stick pusher. Pressing the MAST DISC
will not disable the stick pusher or present the STALL
PROTECT FAIL caution message.

(28) RAT generator test ................................................................................... Accomplish

Effectivity:
• Airplanes 9002 thru 9122 not incorporating Service Bulletin:
• SB 700−24−045, AC and DC Power Distribution − Unit Change and Activation of
Build 4 Electrical System.

NOTE
RAT generator test do not accomplish.

Figure 07−03−2
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REV 79, Mar 03, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−25
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)

Start Check − Right Engine

(1) Crew oxygen masks and quantity (%) .......................................................... Checked
• Oxygen quantity (EICAS)............................................................................. Check
• Oxygen mask and microphone ....................................................................... Test
• Set regulator flow selector to 100%.
• Push down on the PRESS TO TEST AND RESET lever. Check that the
flow indicator shows a yellow cross, then turns black.
• While maintaining the PRESS TO TEST AND RESET lever pushed
down, push the EMERGENCY control selector down. Observe that flow
indicator shows a yellow cross. Release the EMERGENCY control
selector and check that the flow indicator turns black.
• Maintaining PRESS TO TEST AND RESET lever pushed, squeeze mask
operating levers (red) to check harness inflation and observe flow
indicator shows yellow cross. Release mask operating and PRESS TO
TEST AND RESET lever.
• On the audio control panel, select the MASK/MIC switch to MASK and
adjust the SPEAKER volume. To check the operation of the mask
microphone, either gently tap on the mask regulator or press the PRESS
TO TEST AND RESET lever momentarily. Select the MASK/MIC switch
to MIC.
• If required, check the condition of the smoke goggles and confirm that
the clear plastic frost strip is in place.
(2) PASS SIGNS .......................................................................................... AUTO or ON
• NO SMKG / SEAT BELTS switches ..................................................AUTO or ON
• Recommended technique if flight crew is briefing passengers:
• Smoking, Use of seat belts, Exits and entry doors, Survival kits, Ditching,
and Oxygen.
• Recommended technique when emergency briefing flight attendant:
• Type of emergency, Exit plan, Signals to warn of evacuation, and Time
remaining.
(3) Altimeters............................................................................................................... Set
• Set all three altimeters to the departure field altimeter setting.
• Each pilot confirms altimeter setting and indicated altitude on their
respective side.
• Pilot confirms standby altimeter setting.
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Volume 1 Flight Crew Operating Manual REV 100, May 06, 2019
07−03−26 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
(4) FMS / Take-off data ................................................................................Programmed
• The PF programs the FMS and cross-check is accomplished by the PM.
• Confirm that the programming of the takeoff V speeds has been completed.
• Confirm the FMS derived EPR value are displayed on the EICAS is correct.
NOTE
The FMS TOLD mode is not approved for operations on
contaminated runways. The AFM performance charts must be
consulted to determine the performance for a takeoff on a
runway with greater than 1/8 inch (3mm) of water (or
equivalent).
(5) Trims .................................................................................................... Set for take-off
• AIL TRIM neutral, RUD TRIM neutral and STAB TRIM set for takeoff.
(6) Radios / Navaids...............................................................................Set for departure
(7) Take-off briefing........................................................................................... Complete
The following items are recommended for review:
(a) Type of take-off required for the existing weather and runway conditions,
(b) Runway conditions,
(c) Anti-icing requirements,
(d) V speeds, EPR thrust setting, FMS speed target set and MAN speed preset
value,
(e) Airspeed calls,
(f) Rejected take-off considerations and procedures,
(g) Emergency plan and any other condition which may alter the normal take-off
profile,
(h) Obstacle clearance requirements,
(i) SID or departure procedures as per clearance,
(j) Any questions, clarifications or other pertinent details (MEL / CDL).
(8) Doors ..................................................................................................... Check closed
• Check STAT page.
(9) CAS .............................................................................................................. Checked

Crossbleed Start Right Engine

REV 81, Aug 29, 2014 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−27
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)

CAUTION
This procedure requires the use of higher than normal thrust
settings on the ground. Ensure that intake and exhaust areas of
the operating engine are clear.
(1) APU BLEED selector ........................................................................................... OFF
(2) BLEED / ANTI-ICE synoptic page .....................................................................Select
and monitor bleed pressure.
(3) Thrust lever (operating engine)......................................................................Advance
to achieve 35 psi minimum.
For engine to be started:
(4) ENG RUN switch ................................................................................................... ON
• Starter engages.
• START icon appears horizontally above the N2 readout.
• N2 and N1 readout.
• IGN icon will appear vertically above the N2 readout at approximately 15% N2.
• OIL PRESS rising, amber icon will turn to green at approximately 35 psi.
When N2 reaches 20% RPM:
• FUEL FLOW indication, approximately 450 − 600 PPH.
• Light-off indication.
When N2 reaches approximately 42% RPM:
• IGN icon is removed.
• Starter disengages.
• START icon is removed.
• Maximum ITT approximately 400 − 500 °C.
When N2 reaches approximately 62% RPM:
• N1 stabilizes at approximately 25%.
• Check that oil pressure is within normal range.
• Check that oil temperature rising, amber icon will turn to green at approximately
20 °C.
Once engine has started:
(5) Thrust levers ........................................................................................................IDLE
(6) APU BLEED selector .........................................................................................AUTO
(7) L and R ENG BLEED selectors ............................................................. Check AUTO
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Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
07−03−28 CSP 700−6
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

2. ENGINE STARTING (CONT'D)

D. External DC or Aircraft Battery External Air Engine Start Procedure (Cont’d)
(8) XBLEED selector ................................................................................... Check AUTO
(9) After Start Check ...................................................................................... Accomplish
Refer to Chapter 4; NORMAL PROCEDURES, ENGINE STARTING, AFTER START
CHECK.

To Stop Start
(1) ENG RUN switch ................................................................................................. OFF
(2) IGNITION.................................................................................................. Check OFF
If start was aborted due to no light-off, high ITT, or unburned fuel:
(3) ENG START ................................................................................................... CRANK
until ITT is <150 °C or starter limit.
(4) ENG START ......................................................................................................AUTO
(5) Thrust levers ........................................................................................................IDLE
———— END ————

REV 94, Sep 18, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−03−29
SUPPLEMENTARY PROCEDURES
ENGINE STARTING

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 79, Mar 03, 2014
07−03−30 CSP 700−6
SUPPLEMENTARY PROCEDURES
AURAL VISUAL WARNING SYSTEM

1. GROUND PROXIMITY WARNINGS

A. Modes 1 thru 4, 5 and 6
Modes 1 through 4 alerts are indicated as follows:
• "PULL UP", "SINK RATE", "TERRAIN", "DON’T SINK", "TOO LOW GEAR", "TOO LOW
FLAPS", "TOO LOW TERRAIN" aurals.
Mode 5 glideslope alerts are indicated as follows:
• GRD PROX PFD annunciations on, and
• "GLIDESLOPE" aural.
Mode 6 minimums alerts are indicated as follows:
• MIN annunciator on PFDs , and
• "MINIMUMS" aural.

AURAL WARNING ACTION

PULL UP When PULL UP aural occurs:
1) Smoothly pull-up, apply engine thrust
and climb at best angle, until PULL UP
aural goes out.
SINK RATE When the corresponding aural occurs:
TERRAIN
1) Initiate corrective action.
DONT SINK
TOO LOW GEAR
NOTE
TOO LOW TERRAIN
TOO LOW FLAPS TOO LOW FLAPS aurals are disabled
by pressing the FLAP OVRD switch
when following approved procedures
which specify landing with flaps selected
other than 30.
GLIDESLOPE When GLIDESLOPE aural occurs:
1) Initiate corrective action to fly airplane
back to proper approach glideslope.

NOTE
GLIDESLOPE aurals are disabled for
the remainder of the approach by
pressing the G/S WARN switch once the
airplane descends below 1000 feet AGL.
MINIMUMS When MINIMUMS aural occurs
1) Confirm descending below minimum
approach height and initiate corrective
action.

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SUPPLEMENTARY PROCEDURES
AURAL VISUAL WARNING SYSTEM

2. TERRAIN AWARENESS ALERTING

A. Terrain / Obstacle Awareness Warnings
Terrain / obstacle awareness warnings are indicated as follows:
• A PULL UP annunciation on the PFD accompanied by "TERRAIN, TERRAIN, PULL-UP"
OR "OBSTACLE, OBSTACLE, PULL-UP" aurals.
Procedures:
• If a ground proximity warning occurs, immediately initiate a smooth pull up and advance
thrust levers to maximum thrust, retract the flight spoilers, ascend at the best climb angle
until all alerts cease and it is confirmed that a safe ground clearance exists.
B. Terrain / Obstacle Awareness Cautions
Terrain / obstacle awareness cautions are indicated as follows:
• A GND PROX annunciations on the PFD, accompanied by a "CAUTION TERRAIN,
CAUTION TERRAIN" or "CAUTION OBSTACLE, CAUTION OBSTACLE" or "TOO LOW
TERRAIN".
Procedures:
• When a ground proximity caution occurs, adjust airplane flight path until the alert ceases.

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
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SUPPLEMENTARY PROCEDURES
AURAL VISUAL WARNING SYSTEM

3. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

A. First Flight of the Day Check:
NOTE
TCAS system test failure is indicated by an amber TCAS FAIL
annunciation on the PFDs and MFDs (when in MAP mode).
(1) MFD control panel,
MAP/PLAN button .................................................Press to select MAP display on
MFD.
(2) MFD control panel, TCAS button ..........................Press to select TCAS traffic display
on MFD (either TCAS MAP or
zoom window display).
(3) Radio Management Unit (RMU),
TCAS MODE line select key .................................Press to select TA/RA mode. (If not
in TA/RA, rotate tuning knob
to place in TA/RA). Check the
following:
• ATC/TCAS page indicates
TA AUTO or MANUAL, and
• Displayed altitude
correlates with airfield
pressure altitude.
(4) RMU, TCAS mode line select key,
TST select key.......................................................Press to select TCAS test. Check the
following:
• TCAS TEST aural message
and a red TCAS TEST
annunciation appears on
the PFDs and MFDs when
test is initiated.
• TCAS TEST PASS aural
message should sound
after approximately 8
seconds.
NOTE
If TEST FAIL, a TCAS TEST FAIL aural will sound, and an
amber TCAS FAIL annunciation will be posted on the PFDs an
MFDs.
———— END ————

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3. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONT'D)

B. TCAS Resolution Advisory During Flight
Resolution advisories are indicated as follows:
• Attitude pitch target (green rectangle/red avoidance zone) on PFDs,
• Threat level symbology (red square symbol) on MFD, including closure rates and
relative altitude, and
• Vertical maneuver voice aurals.

CAUTION
Compliance with a TCAS resolution advisory is necessary
unless the pilot considers the maneuver unsafe to
accomplish, or unless the pilot has accurate information
about the cause of the resolution advisory and can
maintain safe separation from a nearby airplane.

NOTE
Pilots must respond promptly to all resolution advisories.
During flight:
(1) Autopilot ....................................................... Disconnect
(2) Applicable maneuver ................................... Accomplish immediately, adjusting engine
thrust as required.
If an additional maneuver is
indicated (e.g. a reversal), it
also must be accomplished
immediately.

CAUTION
Once an RA maneuver has been initiated, the maneuver must be
continued until a "CLEAR OF CONFLICT" aural sounds.
IF STABILIZED IN APPROACH:
(1) Autopilot ....................................................... Disconnect
(2) Go-around ........................................................... Initiate
IF RA IS ACCOMPANIED WITH A EGPWS OR STALL WARNING:
(1) Applicable RA maneuver ............................. Discontinue
(2) Applicable recovery procedure
(EGPWS or STALL) .................................... Accomplish
When TCAS "Clear of Conflict" aural sounds:
(3) Airplane ........................................................Re-position to assigned altitude.
———— END ————

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
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SUPPLEMENTARY PROCEDURES
AURAL VISUAL WARNING SYSTEM

3. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CONT'D)

C. TCAS Traffic Advisory During Flight
Traffic advisories are indicated as follows:
• Threat level symbology on multi-function display, including closure rate and relative
altitude symbols and
• "TRAFFIC − TRAFFIC" voice aurals.

NOTE
The pilot should not initiate evasive maneuvers using
information from the traffic display only or on a traffic
advisory (TA) without visually sighting the traffic.
These displays and advisories are intended only for
assistance in visually locating the traffic and lack the flight
path trends necessary for use in evasive maneuvering.
However, while climbing or descending, modest changes in
vertical speed based on traffic display information is not
considered evasive maneuvering.
(1) MFD control panel, TCAS button ..........................Press to select TCAS traffic display
on MFD (if not already
selected).
———— END ————
D. No Bearing Advisory
When the TCAS computer detects an intruder but does not receive valid bearing
information, a traffic symbol will not be generated. This ‘No Bearing’ advisory however,
will be shown in the ‘No Bearing Table’, which is a two-line textural display, at the LH
bottom of the MAP display on the MFD.
The first two RA or TA intruders with no valid bearing information are listed in this table
with the type (RA or TA), followed by the range and altitude. A vertical speed trend arrow
will also be displayed if the trend is more than 500 feet per minute. The display (entire
line) is shown in red if the intruder is an RA and yellow if the intruder is a TA.
The ‘No Bearing Table’ will remain blank if there are no intruders detected without valid
bearing information.

NOTE
Pilots must respond promptly to all resolution advisories.

4. WINDSHEAR DETECTION AND WARNING SYSTEM

See Chapter 07, Section 05, SUPPLEMENTARY PROCEDURES, WINDSHEAR.

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
07−04−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
WINDSHEAR

1. GENERAL
Windshear is a weather phenomenon of sudden windspeed and/or direction changes over a short
distance. The "downburst" is the most dangerous type of windshear and recent studies have
confirmed the existence of a more hazardous yet smaller-scale form of downburst known as
"microburst".
Microbursts are characterized by sudden intense downdrafts which spread outwards from the
downflow center upon reaching the surface, causing both vertical and horizontal wind shear
activity. It varies in size, sometimes extending to about 1 mile (1.6 km) in diameter at 2,000 feet
AGL and ranges typically from 1 to 2 1/2 miles (1.6 − 4 km) horizontally. The vertical winds could
be as high as 6,000 feet per minute with horizontal winds running up to approximately 45 knots at
the surface.
The duration of microbursts, from the initial downburst to dissipation seldom exceeds 15 minutes,
with the maximum intensity winds lasting for about 2 to 4 minutes. Multiple microbursts have
been known to occur in the same general area and tend to take a line structure such that the
downburst activity could last for an hour or even longer. Once microburst activity starts, be
prepared for further windshear encounters because they can occur in groups.

2. DETECTION
There is no established method in predicting or forecasting when and where windshear can
occur. There are certain conditions however that the flight crew can look for which would indicate
the possible existence of windshear along the flight path, such as:
1. Thunderstorms accompanied by heavy rain (where the air is very humid).
2. The presence of ‘virga’ (rain that evaporates before reaching the ground, usually in drier
air).
3. Frontal activity.
4. Low level jetstream.
5. A combination of the following conditions:
• Extreme variations in wind speed and/or direction in a relatively short time span.
• Evidence of a gust front, such as blowing dust over the airport surface.
• Surface temperatures higher than 30 °C (86 °F).
• Dew point spread of 4 °C (7.2 °F) or more.
It has also been known that strong microbursts can sometimes occur without precipitation and
even during sunny weather conditions. Windshear can also be caused by strong surface winds in
the vicinity of small hills or large buildings and by sea breeze fronts.
Additionally, the following procedures are recommended to allow for the detection of possible
windshear activity:
1. Be aware of windshear PIREP’s.
2. Determine the presence of thunderstorm cells in the approach or take-off areas of the
airport using the weather radar.
3. Use the Low Level Windshear Alerting System (LLWAS), if available.
4. Exercise frequent flight instrument scanning.

REV 41, Jul 08, 2004 Flight Crew Operating Manual Volume 1
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SUPPLEMENTARY PROCEDURES
WINDSHEAR

D. Windshear Warning During Take-Off (Cont’d)
FOR ALL CONDITIONS THEREAFTER, REGARDLESS OF WHETHER OR NOT
CONDITIONS HAVE IMPROVED:
(1) Flight instruments ............................................... Monitor PM
• The pilot-not-flying shall closely and continuously monitor the vertical flight path
instruments and assure proper thrust setting.
• Call out any deviation from the normal values of airspeed, airspeed trend, rate of
climb, pitch, thrust and altitude.
• Make directive commentaries as appropriate, for example: "Altitude decreasing − pull
the nose up".
(2) Pitch attitude......................................Follow FD Escape
Guidance Cue PF
• Accept a lower than normal indicated airspeed, up to intermittent stickshaker.
(3) Configuration .................................................... Maintain
• Changes in configuration are not recommended during a windshear encounter. Do
NOT change flap, gear or trim position until positively out of the shear condition (not
below 1,500 feet AGL).

NOTE
Always be prepared for further encounters due to the fact that
windshear has been known to occur in groups.
When clear of the windshear encounter, the windshear warnings will be cancelled.
The flight crew will need to select appropriate vertical and lateral modes on FCP to
resume normal flight. The flight crew can then proceed with a normal climb. The flight
crew can then proceed with a normal climb-out once a positive climb gradient has
been established.
Report the encounter to ATC as soon as possible.
———— END ————
E. Windshear Warning During Approach and Landing
If windshear conditions are suspected or exist during the approach, it is recommended to
delay the approach until conditions improve. Diversion to another airport is another option.
Do NOT attempt to land unless the existing conditions have been assessed thoroughly
and that a safe landing is assured.
t

REV 106, Nov 11, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 07−05−5
SUPPLEMENTARY PROCEDURES
WINDSHEAR

4. RECOVERY PROCEDURES (CONT'D)

E. Windshear Warning During Approach and Landing (Cont’d)
It is important to achieve a stabilized approach as early as possible and no later than
1,000 feet above ground level. If windshear is inadvertently encountered, recovery must
be promptly initiated especially if flight path control becomes marginal. Recognition of
marginal flight path control depends upon the flight crew’s assessment of the existing
conditions. Indications of marginal flight path control are characterized by uncontrolled
changes in excess of the following (+ or −) :
• 15 knots indicated airspeed,
• 500 feet per minute vertical speed,
• 5 degrees pitch attitude,
• 1 dot displacement from the glide slope,
• 10° variation from nominal heading,
• Unusual thrust lever position for a significant period of time.
During the approach in suspected windshear conditions, the following procedures are
recommended:
(1) Flight instruments ............................................... Monitor PM
• The pilot-not-flying will closely and continuously monitor the vertical flight path
instruments and call out any deviations in the normal indications of approach speed,
airspeed trend, rate of descent, pitch, glide slope and thrust.
(2) Thrust levers / Stabilizer trim ................................ Adjust PF
• Avoid large power adjustments or trim changes to correct large airspeed changes.
• Anticipate that a large airspeed increase is often followed by an equally large
airspeed decrease.
IF WINDSHEAR IS ENCOUNTERED AND FLIGHT PATH CONTROL BECOMES
MARGINAL:
(1) Accomplish windshear recovery procedures as outlined in "Windshear Warning During
Initial Climb" in this section.
• When clear of the windshear encounter, the windshear warnings will be cancelled.
The flight crew can then proceed with a normal climb-out once a positive climb
gradient has been established.
Report the encounter to ATC as soon as possible.
(2) Thrust levers and
Take-Off/Go-Around (TOGA)
switch .....................................................Advance/Press PF/PM
• Push thrust levers forward to maximum take-off thrust while simultaneously pressing
either TOGA switch.
(3) Normal go-around ............................................... Initiate

———— END ————

Volume 1 Flight Crew Operating Manual REV 81, Aug 29, 2014
07−05−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
HOT WEATHER OPERATION

1. GENERAL
Extremely high temperature conditions present problems to airplane operations of a different
nature than those associated with cold weather operations. The main concerns focus primarily on
passenger and crew comfort and the significant decrease in airplane performance which high
ground temperatures can effect. The following recommended procedures have been provided to
supplement the normal operating procedures and should be observed, as applicable.

2. PRE-FLIGHT PREPARATION
A. Flight Compartment Originating Check

NOTE
During ground operation without either air-conditioning packs or low
pressure ground conditioned air supply operating, do not exceed 30
minutes with display units and avionics unit powered. APU bleed
extraction above 45 °C OAT for air-conditioning operation is
prohibited.

The importance of keeping the interior of the airplane as cool as possible cannot be
overemphasized. All entrances and access doors to the airplane should be kept closed as
much as possible, and the cargo bay door should not be left open any longer than is
necessary. Every effort to reduce the heat being generated in the flight compartment while
the airplane is on the ground should be made.
The flight crew should see to it that the following procedures are performed:
(1) Temperature selectors ......................................... COLD
(2) Weather radar (both) ...............................................OFF
• Lightning Sensor System
(if installed) ........................................................OFF
(3) Non-essential avionics equipment...........................OFF
(4) All air outlets and gaspers ..................................... Open
(5) Cabin gaspers ....................................................... Open
(6) Window shades ...................................................Closed
• On the sun-exposed side of the passenger cabin.
(7) Avionics battery temperature on
DC synoptic page ............................................... Monitor
NOTE
When the aircraft is being operated on ground for extended
periods in extreme hot weather conditions, open both forward
equipment bay doors. If the avionics battery temperature is
increasing at a rate where 57 °C will be reached prior to
take-off, the forward equipment bay doors should be left open
until the aircraft is ready for departure.
———— END ————

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SUPPLEMENTARY PROCEDURES
HOT WEATHER OPERATION

3. TAXI-OUT AND TAKE-OFF

A. Taxi-Out
Operation in areas of high ambient temperatures may cause brake temperature limits to be
exceeded. This condition would lead to the fusible plug(s) melting, resulting in the deflation of
the tire(s) involved. When operating on runways and taxiways exposed to high temperatures,
considerations for brake cooling should always be taken into account. These areas usually
maintain temperatures well above the ambient, therefor, excessive use and riding of brakes
should be avoided. Braking should be done to a minimum so as to allow the airplane to
accelerate, then brake to a very slow taxi speed and release the brakes completely.
Reverse thrust may be used, at the pilot’s discretion, to control the taxiing speed of the
airplane without the use of braking. The use of single (or both) reverse thrust should be
considered when operating under the following conditions:
• High ambient temperatures
• Heavy braking after landing
• Downslope taxi
• Tailwinds
• Light gross weight
• Any combination of the above.
The application of reverse thrust should be done with caution, taking into account the surface
condition of the movement area. The use of thrust reversers during taxi on airports with
contaminated runways and taxiways (i.e. dirt, dust, loose debris, etc.) is not recommended.
B. Take-Off
High ambient temperatures in combination with short runways or high elevation airports could
cause substantial penalties on airplane performance. These penalties should be taken into
account early in the pre-flight preparation and the limiting effects to the payload which can be
carried, seriously considered. The use of alternate take-off procedures (e.g. Zero-Bleeds
Take-off, etc.) may be necessary under such conditions. Review the various airplane,
powerplant and fuel temperature limitations in the applicable sections of the Airplane Flight
Manual. Use the longest runway available, if possible.

4. LANDING
A. Before Landing
(1) APU bleed ...............................................................OFF if above 45 °C OAT on ground
———— END ————
B. Landing
The landing phase of flight during high ambient temperature conditions is not as demanding
as with cold weather operations. It should be noted however that runway conditions,
particularly at the touchdown area could be slick due to the heavy deposits of rubber and oil
which have melted. The occurrence of hydroplaning is not remote.
This condition also holds true at the opposite approach area at the end of the runway in use,
therefore, slow down to a manageable speed before turning off from the runway to preclude
skidding and departing from the intended path
Always opt for the longest runway available for landing, if possible.

Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
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SUPPLEMENTARY PROCEDURES
HOT WEATHER OPERATION

4. LANDING (CONT'D)
C. Brake Cooling
For quick turnaround operations, bear in mind that the energy absorbed by the brakes
following each landing is accumulative. This could prove detrimental and may cause
considerable delays at stops, if it results in overheating of the brakes and the possible melting
of the wheel fusible plug(s) resulting in the deflation of the tire(s) involved.
The brake temperature indicators on the EICAS status page should be monitored.
Every effort to maintain cool brakes should be attempted. Early extension of the landing gear
prior to the approach is recommended. Additional in-flight cooling for every segment of the
route should be sufficient enough to cool the brakes and the tires before landing.
The recommended deceleration technique after landing should be adhered to. Excessive
braking should be avoided and the thrust reversers should be used to their full advantage.

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HOT WEATHER OPERATION

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Volume 1 Flight Crew Operating Manual REV 41, Jul 08, 2004
07−06−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
OPERATION IN VOLCANIC ASH / DUST

1. GENERAL
Flight operations in areas of known volcanic activity should be avoided. This consideration is
most important during hours of darkness or daytime instrument meteorological conditions (IMC),
when volcanic ash / dust clouds may not be visible.
Flight planning considerations should include the review of pertinent NOTAM’s, PIREP’s and
other directives concerning the status of volcanic activity. When volcanic activity is reported,
remain well clear of the area, or, if possible, stay on the upwind side of the volcanic ash.

2. DETECTION
The airplane’s weather radar is not capable of detecting volcanic ash / dust clouds, and is,
therefore, not reliable under these circumstances. The presence of volcanic ash / dust may be
indicated by:
• Smoke or dust appearing in the flight compartment.
• An acrid odor similar to electrical smoke.
• Multiple engine malfunctions such as power loss, fluctuating RPM, stalls, increasing ITT’s,
flameout, etc.
• At night, static discharges (also known as Saint Elmo’s fire or Saint Elmo’s light) can be
observed around the windshield and / or windows, accompanied by a bright orange glow in
the engine inlets.

3. EFFECTS
Flight into volcanic ash / dust clouds can result in the degradation of airplane and engine
performance. The adverse effects of volcanic ash / dust encounter are as follows:
• Rapid erosion and damage to the internal components of the engines.
• Ash / dust build-up and blockage of the guide vanes and cooling holes, which can cause
surge, loss of thrust and / or high ITT.
• Ash / dust blockage of the pitot system, which can result in erratic airspeed indications.
• The abrasive properties of volcanic material can cause serious damage to the engines, wing
and tail leading edge surfaces, windshields, landing lights, etc.
• Volcanic ash / dust can also cause the windshield to become translucent, effectively
reducing visibility.

4. PROCEDURES
A. General
The best course of action to take is still avoidance. However, volcanic ash / dust clouds may
sometimes extend for hundreds of miles and an encounter could be unavoidable. As
previously stated, volcanic ash / dust can cause engine malfunctions and the need to exit the
area as quickly as possible.

REV 51, Aug 14, 2006 Flight Crew Operating Manual Volume 1
CSP 700−6 07−09−1
SUPPLEMENTARY PROCEDURES
OPERATION IN VOLCANIC ASH / DUST

4. PROCEDURES (CONT'D)
B. Flight Through Volcanic Ash / Dust
If an inadvertent encounter is experienced, the following procedures are
recommended:
(1) Thrust ................................................................ Reduce
• If altitude permits, engine thrust should be reduced to idle, to maximize the engine
stall margin and lower the ITT. This action would also reduce the build-up of volcanic
material on the turbine vanes.
(2) Engine and wing anti-ice ................................... Activate
• This action will increase bleed air extraction from the engines and further improve the
engine stall margin.
(3) Engine instruments............................................. Monitor
• Closely monitor the ITT and ensure that the limits are not exceeded.
If the ITT should still increase even though the engine thrust is at idle:
(4) Affected engine ............................................. Shut down
• If it becomes necessary to shut down an engine to prevent exceeding ITT limits,
restart engine once it has cooled down.
• If the engine fails to start, repeated attempts should be made immediately (Adhere to
starter cranking limits as per Airplane Flight Manual).

NOTE
A successful start may not be possible until the airplane is
clear of the volcanic ash / dust, and the airspeed and
altitude is within the airstart envelope. Engines can be very
slow to accelerate to idle at high altitude, and this could be
interpreted as a failure to start or as an engine malfunction.
After exiting the area of volcanic ash / dust cloud and the engine(s) restarted, restore
systems to normal operation. Inform ATC of the encounter.
———— END ————

Volume 1 Flight Crew Operating Manual REV 51, Aug 14, 2006
07−09−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
NOISE ABATEMENT DEPARTURE
PROCEDURES
1. INTRODUCTION
Noise abatement procedures have been developed for the Global to ensure that the safety of
flight and passenger comfort are maintained while minimizing exposure to noise on the ground.
Airspeed limitations, ATC instructions, airport SID requirements, local Aeronautical Information
Publication (AIP) guidance, or any emergency situation take precedence over the procedures
described herein.

2. NOISE ABATEMENT DEPARTURE PROCEDURES (NADP)

The Standard Noise Abatement Departure Procedure (NADP) has been optimized to
produce a low overall noise footprint and is intended for general use, even for airports without
published noise abatement requirements. Use of the Standard NADP will significantly reduce the
departure noise signature.
For airports with noise sensitive areas in close proximity to the runway ends, the Close-In
procedure is more suitable.
The Standard NADP is categorized as ICAO NADP2 and the Close-In NADP is categorized as
ICAO NADP1.
A. General
The OUT/0 configuration provides the least noise signature; however, runway length,
condition (wet/dry) and takeoff flight path considerations may dictate the required SLAT/FLAP
setting to be used. The use of autothrottle is recommended.
B. Standard NADP (NADP2)
(1) Set MAN speed target to VFTO;
(2) With autothrottle engaged (if desired), takeoff and accelerate to VFTO.
(3) After takeoff, select FLC vertical mode to target VFTO.

NOTE
TO vertical mode will not target the selected speed.
(4) If desired, engage autopilot at or above 400 feet Above Ground Level (AGL);
(5) Retract SLAT/FLAP on schedule;
(6) Continue climbing at VFTO;
(7) At 1,500 feet above aerodrome elevation (AAE), set and fly Vertical Speed (VS) of 1500
FPM;
(8) At 3,000 feet AAE (or as directed by NADP for the specific aerodrome), transition to a
normal climb schedule.
———— END ————

REV 115, Dec 21, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−10−1
SUPPLEMENTARY PROCEDURES
NOISE ABATEMENT DEPARTURE
PROCEDURES
2. NOISE ABATEMENT DEPARTURE PROCEDURES (NADP) (CONT'D)
C. Close-In NADP (NADP1)
(1) Set MAN speed target to V2 +20 KIAS;
(2) With autothrottle engaged (if desired), takeoff and climb at maximum practical rate to
1,000 ft. AAE at V2 +20 KIAS.
(3) After takeoff, select FLC vertical mode to target V2 +20 KIAS.

NOTE
TO vertical mode will not target the selected speed.
(4) If desired, engage autopilot at or above 400 feet AGL;
(5) At 1000 feet AAE, set and fly VS of 2100 FPM;
(6) Continue to climb at V2 +20 KIAS;
(7) At 3000 feet AAE (or as directed by NADP for the specific aerodrome), transition to a
normal climb schedule.
(8) Retract SLAT/FLAP on schedule.
———— END ————

Volume 1 Flight Crew Operating Manual REV 115, Dec 21, 2022
07−10−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

1. GO / NO GO GUIDE - INTRODUCTION
A. Purpose
This Go / No Go Guide is offered as a quick cross−reference to MMEL dispatch relief cases
that may be associated with annunciated EICAS messages.
B. Limitations
The following list provides pointers to possible dispatch relief of Caution and Advisory
messages that may occur while on the ground. Warning (red) and Status (white) messages
are excluded from this cross−reference list, as are Caution and Advisory messages that logic
restricts to annunciation only during flight operations.

NOTE
This list is considered guidance only. Aircraft may not dispatch
without first consulting the associated provisos of the currently
approved MMEL.
C. Use of This List
For simplicity, the list is organized alphabetically. This list will provide reference(s), where
available, to relief available for the described message and will indicate possible Section 1,
LRU / Component relief items that may be undertaken once the fault is identified by
maintenance, and/or Section 2 relief direct from the indicated message, without component
fault isolation.
The column titled “Go / No Go /Return to Ramp” provides a quick decision making reference
as to whether the pending dispatch can be achieved as scheduled, or whether it requires
delay or cancellation. The basis for these column entries has assumed that prior to referring
to this list, that the crews have first attempted to address the affected messages by reference
to the AFM / QRH Non Normal Procedures, and that those attempts were unsuccessful, such
that the message remains at dispatch.
1. “No Go” messages do not have dispatch alleviation and the flight must be cancelled
until maintenance can be effected.
2. “Return to Ramp” messages have approved MMEL dispatch alleviation, however, if
the affected annunciation occurs following aircraft push−back but before take−off, it is
recommended that the aircraft return to the ramp as the procedures associated with
pre−dispatch are too lenghty or complicated without ramp facilities available.
3. “As Required” messages have approved MMEL dispatch alleviation, however, there
are restrictions associated with the dispatch that may be weather related, or may
require additional maintenance procedures depending upon a failure mode (e.g.: valve
fail OPEN vs. fail CLOSED).
4. “Go” messages have approved MMEL dispatch alleviation and the associated MMEL
provisos do not require procedures that require return to ramp for action. However, the
aircraft MMEL must still be consulted to understand and invoke associated flight and/or
system limitations.

REV 91, Jan 30, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−1
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
→ FUEL XFER FAIL Return to ramp 28−22−02
→ FUEL XFER ON Return to ramp 28−21−05, 28−22−02
← FUEL XFER FAIL Return to ramp 28−22−02
← FUEL XFER ON Return to ramp 28−21−05, 28−22−02
AC BUS 1 FAIL No Go
AC BUS 2 FAIL No Go
AC BUS 3 FAIL No Go
AC BUS 4 FAIL No Go
AC ESS BUS FAIL No Go
ADC 1 MISCMP Inflight only msg
ADC 2 MISCMP Inflight only msg 34−10−01
ADC 3 MISCMP Inflight only msg 34−10−01
AFT XFER FAIL Return to ramp TC Only 28−22−03, 28−22−04,
28−22−05
ALL ADC MISCMP Inflight only msg
ALL IRS MISCMP No Go
AP PITCH TRIM FAIL Go Yes 22−10−01, 27−61−02
APU BATT FAIL No Go
APU BLEED SYS FAIL Go Yes 49−52−01
APU DOOR FAIL As required Yes 49−14−01
APU EGT SENSORS Inflight only msg 49−10−01
APU FIRE FAIL Go Yes 26−12−01
APU FUEL SOV Return to ramp Yes 28−21−04
APU GEN OVERHEAT Go 24−22−01
APU GEN OVLD Go 24−22−01
APU OIL HI TEMP Return to ramp Yes 49−10−01
APU OIL LO PRESS Return to ramp Yes 49−10−01
ASCB FAIL No Go
AUTO PRESS FAIL Return to ramp 21−30−01 1)
AUTOBRAKE FAIL Go Yes 32−43−03
AV BATT FAIL No Go
BATT BUS FAIL No Go
BATT MASTER OFF No Go
BRAKE 50% DEGRADED No Go

Volume 1 Flight Crew Operating Manual REV 62, Sep 16, 2009
07−11−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
CABIN ALT No Go
CARGO DOOR Return to ramp 52−70−04
CB TRIP AC FEED No Go
CB TRIP DC FEED No Go
CHECK DU 1 No Go
CHECK DU 2 No Go
CHECK DU 3 No Go
CHECK DU 4 Return to ramp Yes 31−61−01
CHECK DU 5 No Go
CHECK DU 6 No Go
CPLT BRAKE FAULT Go Yes
CTR FUEL XFER FAIL Go Yes 28−22−01
DC BUS 1 FAIL No Go
DC BUS 2 FAIL No Go
DC EMER BUS FAIL No Go
DC ESS BUS FAIL No Go
DISP CTLRS FAIL No Go
DOOR SYS FAIL No Go
ELEC SYS FAIL No Go
ELEVATOR SPLIT No Go
ELT TRANSMITTING Return to ramp 25−61−02
EMER DEPRESS No Go
EMER LIGHTS OFF No Go
EVS FAIL Go Yes 34−32−02
EVS HEAT FAIL As required Yes 30−40−02 1)
EVS HEAT OVHT As required Yes 30−40−02 1)
FIRE BTL1 LO PRESS No Go
FIRE BTL2 LO PRESS No Go
FLAP FAIL No Go
FLAP FAULT No Go
FLT SPLR DEPLOYED No Go
FLT SPOILERS FAIL No Go
FUEL COMPUTR FAIL No Go

REV 62, Sep 16, 2009 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−3
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
FUEL LO QTY No Go
FUEL TEMP SENSOR Go Yes 28−41−04 (TC and
EASA only)
FUEL UNIT MISMATCH No Go
GEAR DISAGREE Inflight only msg
GEAR SYS FAIL Return to ramp Yes 32−30−01
GEN 1 OVLD Return to ramp
GEN 2 OVLD Return to ramp
GEN 3 OVLD Return to ramp
GEN 4 OVLD Return to ramp
GND LIFT DUMP No Go
HUD FAIL Go Yes 34−32−01
HUD MISCOMPARE Inflight only msg n/a 34−32−01
HYD 1 HI TEMP No Go
HYD 1 LO PRESS No Go
HYD 1 LO QTY No Go
HYD 2 HI TEMP No Go
HYD 2 LO PRESS No Go
HYD 2 LO QTY No Go
HYD 3 HI TEMP No Go
HYD 3 LO PRESS No Go
HYD 3 LO QTY No Go
HYD 3 OVERFILLED No Go
HYD RAT PUMP FAIL No Go
IAC 1 OVHT No Go
IAC 2 OVHT No Go
IAC 3 OVHT Go Yes 31−41−01
ICE As required Yes 30−11−01
ICE DETECTOR FAIL As required Yes 30−81−01
INBD BRK LO PRESS No Go
INT CABIN DOOR Go Yes 25−20−01
IRS 1 MISCMP Go Yes 34−45−01
IRS 1 OVHT Go Yes 34−45−01
IRS 2 MISCMP Go Yes 34−45−01

Volume 1 Flight Crew Operating Manual REV 111, Mar 01, 2022
07−11−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
IRS 2 OVHT Go Yes 34−45−01
IRS 3 MISCMP Go Yes 34−45−01
IRS 3 OVHT Go Yes 34−45−01
L AOA HEAT FAIL No Go
L BLEED LEAK No Go
L BLEED SYS FAIL Return to ramp 30−11−02, 30−11−04
L COWL A/ICE FAIL Return to ramp 30−21−02
L ENG FIRE FAIL No Go
L ENG FLAMEOUT No Go
L ENG FUEL LO TEMP Asrequired 73−32−01 2)
L ENG FUEL SOV No Go
L ENG OVERSPED No Go
L ENG SAV FAIL Return to ramp 80−11−01
L ENGINE OVHT No Go
L FADEC FAIL No Go
L FADEC N1 CTL Go 73−21−02
L FADEC OVHT No Go
L FUEL LO PRESS No Go
L FUEL RECIRC FAIL Go 28−24−01
L HYD SOV FAIL No Go
L INBD BRAKE FAIL No Go
L MAIN GEAR DOOR No Go
L OIL LO QTY Return to ramp 79−30−01
L OUTBD BRAKE FAIL No Go
L PACK AUTO FAIL Go Yes 21−52−01
L PACK FAIL Return to ramp Yes 21−52−01
L PACK TEMP Return to ramp 21−52−01
L PRI FUEL PUMPS No Go
L REV LOCK FAIL Return to ramp 78−31−01
L REVERSER FAIL Return to ramp 78−31−01
L THROTTLE FAIL No Go
L WINDOW HEAT FAIL Return to ramp 30−41−01
L WING A/ICE FAIL As required Yes 30−11−02, 30−11−03,
30−11−04, 36−12−01 1)

REV 75, Dec 20, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−5
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
L WING FULL No Go
L WSHLD HEAT FAIL As required Yes 30−41−01
L−R FUEL FILTER No Go
LARGE SERV DOORS Return to ramp Yes 52−70−02, 52−70−05,
52−70−06
L−R REV LOCK FAIL Return to ramp 78−31−01
MACH TRIM FAIL No Go
MLG BAY OVHT FAIL Go Yes
NOSE DOOR No Go
NOSE STEER FAIL Return to ramp (TC and 32−50−01 (TC and
EASA only) EASA only)
No Go (FAA only)
OUTBD BRK LO PRESS No Go
OXYGEN LO QTY Return to ramp Yes (TC only)
PARK/EMER BRAKE ON No Go
PASSENGER DOOR Return to ramp 52−70−01
PITOT 1 HT FAIL No Go
PITOT 2 HT FAIL Go Yes 30−30−01 1)
PITOT 3 HT FAIL Go Yes 30−30−01 1)
PLT BRAKE FAULT Go Yes
R AOA HEAT FAIL No Go
R BLEED LEAK No Go
R BLEED SYS FAIL Return to ramp 30−11−02, 30−11−04
R COWL A/ICE FAIL Return to ramp 30−21−02
R EMER EXIT Return to ramp 52−70−03
R ENG FIRE FAIL No Go
R ENG FLAMEOUT No Go
R ENG FUEL LO TEMP As required 73−32−01 2)
R ENG FUEL SOV No Go
R ENG OVERSPED No Go
R ENG SAV FAIL Return to ramp 80−11−01
R ENGINE OVHT No Go
R FADEC FAIL No Go
R FADEC N1 CTL Go 73−21−02

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
07−11−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
R FADEC OVHT No Go
R FUEL LO PRESS No Go
R FUEL RECIRC FAIL Go 28−24−01
R HYD SOV FAIL No Go
R INBD BRAKE FAIL No Go
R MAIN GEAR DOOR No Go
R OIL LO QTY Return to ramp 79−30−01
R OUTBD BRAKE FAIL No Go
R PACK AUTO FAIL Go Yes 21−52−01
R PACK FAIL Return to ramp Yes 21−52−01
R PACK TEMP Return to ramp 21−52−01
R PRI FUEL PUMPS No Go
R REV LOCK FAIL Return to ramp 78−31−01
R REVERSER FAIL Return to ramp 78−31−01
R THROTTLE FAIL No Go
R WINDOW HEAT FAIL Return to ramp Yes 30−41−01
R WING A/ICE FAIL As required Yes 30−11−02, 30−11−03,
30−11−04, 36−12−01 1)
R WING FULL No Go
R WSHLD HEAT FAIL As required Yes 30−41−01
RAT GEN FAIL No Go
ROLL SPOILERS FAIL No Go
RUD LIMITER FAIL No Go
SG 1 FAIL No Go
SG 2 FAIL No Go
SG 3 FAIL Go Yes 31−41−01
SLAT FAIL No Go
SLAT FAULT No Go
SLAT−FLAP FAIL No Go
SLAT−FLAP FAULT No Go
SMALL SERV DOORS Return to ramp Yes
SMOKE AFT LAV FAIL Return to ramp Yes 26−16−01
SMOKE AV BAY FAIL No Go
SMOKE BAGGAGE FAIL As required Yes 26−15−01

REV 92, May 24, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−7
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
SMOKE CLO AFT FAIL As required Yes 26−16−02
SMOKE CLO FWD FAIL As required Yes 26−16−02
SMOKE FWD LAV FAIL As required Yes 26−16−01
SPLR LEVER FAIL No Go
STAB TRIM No Go
STALL PROTECT FAIL No Go
STALL WARN ADVANCE No Go
STBY PITOT HT FAIL No Go
TRIM AIR FAIL Return to ramp TC only 21−61−02 2), 36−11−02
TRIM AIR LEAK Return to ramp TC only
UNCOMMANDED BRAKE No Go
WING A/ICE LEAK As required Yes
WING A/ICE LO HEAT As required Yes 30−11−01
WING FUEL HI TEMP No Go
WING FUEL LO TEMP No Go
WING TO CTR LEAK No Go
WOW FAIL No Go
XBLEED FAIL No Go
YD 1 FAIL Return to ramp Yes 22−13−01
YD 1−2 FAIL No Go
YD 2 FAIL Return to ramp Yes 22−13−01
YD OFF No Go

GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL

MESSAGE
RAMP RELIEF RELIEF
→ FUEL XFER ON Return to ramp 28−21−05, 28−22−02
→ XFER VALVE OPEN No Go
← FUEL XFER ON Return to ramp 28−21−05, 28−22−02
← XFER VALVE OPEN No Go
A/T 1 FAIL Go Yes 22−30−01
A/T 2 FAIL Go Yes 22−30−01
ADC 1 DEGRADED No Go
ADC 1 FAIL No Go
ADC 2 DEGRADED Go Yes 34−10−01

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
07−11−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
ADC 2 FAIL Go Yes 34−10−01
ADC 3 DEGRADED Go Yes 34−10−01
ADC 3 FAIL Go Yes 34−10−01
AFCS 1 FAIL Go Yes 22−10−01, 34−23−01
AFCS 2 FAIL Go Yes 22−10−01, 34−23−01
AFT R/D VALVE OPEN Return to ramp TC Only 28−23−02
AFT XFER FAULT Return to ramp TC Only 28−22−03
AP 1 FAIL Go Yes 22−10−01
AP 2 FAIL Go Yes 22−10−01
APU BATT CHGR FAIL No Go
APU BLEED DISABLED Return to ramp 49−10−01
APU FADEC FAIL Return to ramp Yes 49−10−01
APU FAULT Return to ramp Yes 49−61−01
APU FIRE FAULT Go Yes 26−12−01
APU GEN FAIL Go Yes 24−22−01
APU IN BITE Return to ramp 49−10−01
APU NOT AVAILABLE Return to ramp Yes 49−10−01
APU OIL LO QTY Return to ramp Yes 49−10−01
APU SHUTDOWN Return to ramp Yes 49−10−01
APU SQUIB 1 FAIL Return to ramp Yes 26−12−01
APU SQUIB 2 FAIL Return to ramp Yes 26−12−01
ASCB ALL CTRL FAIL No Go
ASCB CTLR 1 FAIL Go Yes
ASCB CTLR 2 FAIL Go Yes
ASCB CTLR 3 FAIL Go Yes 31−41−01
ASCB FAULT No Go
AUTO PRESS FAULT Return to ramp 21−30−01 1)
AV BATT CHGR FAIL No Go
AVIONIC FAN FAIL Go Yes 21−53−01
BATT EMER PWR ON No Go
BLEED MISCONFIG No Go
BRAKE FAULT Return to ramp 32−43−03, 32−43−05
CB TRIP As required per system per system

REV 91, Jan 30, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−9
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
CHECKLIST MISMATCH Go Yes 31−61−02
CTR XFER FAULT Go Yes 28−22−01
DAU 1A FAIL No Go
DAU 1B FAIL No Go
DAU 2A FAIL No Go
DAU 2B FAIL No Go
DAU 3A FAIL No Go
DAU 3B FAIL No Go
DAU 4A FAIL No Go
DAU 4B FAIL No Go
DU 1 FAN No Go
DU 2 FAN No Go
DU 3 FAN No Go
DU 4 FAN Go 31−61−01
DU 5 FAN No Go
DU 6 FAN No Go
ELEC SYS FAULT Go Yes
ESS TRU 1 FAIL No Go
ESS TRU 2 FAIL No Go
EVS DEFOG FAULT Go Yes 30−40−02 2)
FDR ACCEL FAIL Go Yes
FDR FAIL Go Yes 31−31−01
FIRE SYS FAULT No Go
FLAP DRIVE OVHT No Go
FLAP HALFSPD Return to ramp Yes 27−51−01 2)
FLT SPOILERS FAULT Return to ramp TC Only 27−61−02, 27−62−01
FMS 1 FAIL Go Yes 34−61−01
FMS 2 FAIL Go Yes 34−61−01
FMS 3 FAIL Go Yes 34−61−01
FUEL COMPUTR FAULT No Go
FUEL QTY DEGRADED Return to ramp 28−41−01 1), 28−41−01
4)
FUEL RECIRC FAIL Go 28−24−01
FUEL RECIRC ON No Go

Volume 1 Flight Crew Operating Manual REV 92, May 24, 2017
07−11−10 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
GEAR SYS FAULT Return to ramp Yes 32−30−01
GEN 1 FAIL Return to ramp 24−21−01
GEN 2 FAIL Return to ramp 24−21−01
GEN 3 FAIL Return to ramp 24−21−01
GEN 4 FAIL Return to ramp 24−21−01
GND LIFT DUMP Return to ramp 27−62−01, 27−62−04,
27−63−01
GND PROX FAIL Go Yes 34−42−01
GPWS SYSTEMS FAIL Go Yes 34−42−01
HUD FAN FAIL Go Yes 34−32−01
HUD MISALIGN Go Yes 34−32−01
HUMIDIFIER FAIL Go Yes 21−71−01
HYD EDP 1A FAIL No Go
HYD EDP 2A FAIL No Go
HYD PUMP 1B FAIL No Go
HYD PUMP 2B FAIL No Go
HYD PUMP 3A FAIL Go Yes 29−13−01
HYD PUMP 3B FAIL Go Yes 29−13−01
IAC 1 AURAL FAIL No Go n/a No Go
IAC 1 INVALID No Go
IAC 1 MEM FULL No Go
IAC 1 WOW INOP No Go
IAC 2 AURAL FAIL No Go
IAC 2 INVALID No Go
IAC 2 MEM FULL No Go
IAC 2 WOW INOP No Go
IAC 3 INVALID Go Yes 31−41−01
IAC 3 MEM FULL Go 31−41−01
IAC 3 WOW INOP Return to ramp 31−41−01
IAC CONFIG MISMTCH No Go
ICE DETECTOR FAULT Go Yes 30−81−01
IRS 1 AUX FAIL Go Yes
IRS 1 AUX PWR Go Yes
IRS 1 FAIL Go Yes 34−45−01

REV 91, Jan 30, 2017 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−11
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
IRS 2 AUX FAIL Go Yes
IRS 2 AUX PWR Go Yes
IRS 2 FAIL Go Yes 34−45−01
IRS 3 AUX FAIL Go Yes
IRS 3 AUX PWR Go Yes
IRS 3 FAIL Go Yes 34−45−01
L AUX FUEL PUMP Return to ramp Yes 28−21−05
L BLEED FAULT Go Yes 36−11−01, 36−12−01
L COWL A/ICE FAULT Return to ramp 30−21−02
L ENG FIRE FAULT Go Yes 26−21−01
L ENG SQUIB 1 FAIL No Go
L ENG SQUIB 2 FAIL No Go
L FADEC FAULT Go Yes 73−21−01
L FUEL FILTER No Go
L OIL FILTER Return to ramp 79−34−01
L PACK FAULT Go Yes 21−20−01, 21−51−01,
21−51−03, 21−52−02,
21−60−06, 21−61−02 1),
21−61−02 3)
L PRI FUEL PUMP Go Yes 28−21−02
L PROBE MON FAIL Return to ramp Yes 30−31−02
L R/D VALVE OPEN Return to ramp 28−23−01, 28−23−03
L REV LOCK FAULT Return to ramp 78−31−01
L REVERSER FAULT Return to ramp 78−31−01
LTRK FAIL Go Yes 34−45−02
MACH XDUCER FAULT No Go
MAN PRESS FAULT As required Yes 21−30−01 2)
MFD CTLR 1 FAIL No Go
MFD CTLR 2 FAIL No Go
MLG BAY OVHT FAULT Go Yes
NO TAKEOFF No Go
OIL RES LO QTY Return to ramp 79−12−01
OUTFLOW VLV 1 FAIL As required Yes 21−30−02
OUTFLOW VLV 2 FAIL As required Yes 21−30−02

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
07−11−12 CSP 700−6
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
PITCH DISC FAULT No Go
PITCH FEEL FAULT No Go
RAM AIR FAIL As required 21−51−02
R AUX FUEL PUMP Return to ramp Yes 28−21−05
R BLEED FAULT Go Yes 36−11−01, 36−12−01
R COWL A/ICE FAULT Return to ramp 30−21−02
R ENG FIRE FAULT Go Yes 26−21−01
R ENG SQUIB 1 FAIL No Go
R ENG SQUIB 2 FAIL No Go
R FADEC FAULT Go Yes 73−21−01
R FUEL FILTER No Go
R OIL FILTER Return to ramp 79−34−01
R PACK FAULT Go Yes 21−20−01, 21−51−01,
21−51−03, 21−52−02,
21−60−06, 21−61−02 1),
21−61−02 3)
R PRI FUEL PUMP Go Yes 28−21−02
R PROBE MON FAIL Return to ramp Yes 30−31−02
R R/D VALVE OPEN Return to ramp 28−23−01, 28−23−03
R REV LOCK FAULT Return to ramp 78−31−01
R REVERSER FAULT Return to ramp 78−31−01
RECIRC FAN FAIL Go Yes 21−21−01
REVRSION CTLR FAIL No Go
RUD LIMITER FAULT No Go
SAFETY VALVE OPEN Return to ramp Yes 21−31−01
SHAKER 1 FAIL No Go
SHAKER 1−2 FAIL No Go
SHAKER 2 FAIL No Go
SLAT DRIVE OVHT No Go
SLAT HALFSPD Return to ramp Yes 27−51−01 1)
SLAT−FLAP BIT Go Yes
SLAT−FLAP HALFSPD No Go
SPLRS/STAB BIT As required Yes 27−42−01, 27−62−02,
27−62−03, 27−62−04,
27−63−01

REV 105, Aug 17, 2020 Flight Crew Operating Manual Volume 1
CSP 700−6 07−11−13
SUPPLEMENTARY PROCEDURES
GO / NO GO GUIDE

2. GO / NO GO GUIDE (CONT'D)
GO / NO GO / RETURN TO CAS MESSAGE POSSIBLE LRU MMEL
MESSAGE
RAMP RELIEF RELIEF
SPLRS/STAB IN TEST No Go
STAB CH1 FAIL No Go
STAB CH2 FAIL No Go
STALL WARN ADVANCE No Go
STALL WARN BASIC No Go
TAT 1 FAIL Return to ramp 34−11−01 1)
TAT 2 FAIL As required Yes 34−11−01 1)
TAT 3 FAIL As required Yes 34−11−01 2)
TAT HT 1 FAIL As required Yes 30−30−01 2)
TAT HT 2 FAIL As required Yes 30−30−01 2)
TAT HT 3 FAIL As required Yes 30−30−01 2)
TERR FAIL Go Yes 34−42−01
TRIM AIR FAULT Return to ramp TC and EASA 21−61−02 2), 21−60−05
only
TRU 1 FAIL Go Yes 24−20−01
TRU 2 FAIL Go Yes 24−20−01
WINDMILL ENVELOPE Inflight only msg
WINDSHEAR FAIL As required Yes 34−42−01
WING A/ICE FAULT As required Yes 30−11−01, 30−11−02,
30−11−04, 36−12−01 1)
WING A/ICE SENSOR As required Yes
WOW FAULT Return to ramp Yes
XFEED VALVE FAIL Return to ramp 28−21−06
YD HEAT 1 FAIL Return to ramp Yes 30−31−01
YD HEAT 2 FAIL Return to ramp Yes 30−31−01
YD NOT CENTERED No Go

Volume 1 Flight Crew Operating Manual REV 105, Aug 17, 2020
07−11−14 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
1. INTRODUCTION
This supplement contains information and procedures for the GLOBAL EXPRESS BD700-1A10
airplane, that may be used when Standard Instrument Departure (SID) climb requirements are
specified for a given airport. SIDs are often established to ensure clearance of high terrain
features or obstacles, but may also be specified for noise considerations or ATC issues. This
supplement provides tabular data showing Maximum Take-off Weights for various SID climb
requirements for both single engine and all-engine operations.
This information complements the data contained in the basic Airplane Flight Manual, Chapter 6
PERFORMANCE.

NOTE
This information is advisory only and is not TCCA approved. SID climb
data may be used at the operators discretion, however, if an obstacle
description is provided (height and horizontal distance from the end of
runway), the approved obstacle clearance data of AFM Chapter 6,
Section 4, must be used. Use of obstacle height and/or obstacle
distance manual entry in the FMS TAKEOFF INIT page 4 to calculate
an obstacle clearance climb weight limit is prohibited (AFM Suppl 9
Limitations).

SID climb requirements are presented in units of feet per nautical mile, originating from the
departure end of the runway. The required SID climb angle will allow the airplane to clear any
obstacles in the exclusion zone. Take-off weights presented in the SID climb tables are based on
meeting an average climb angle from liftoff to the specified SID altitude. The climb angle at point
A exceeds the SID requirement and the climb angle at B is less than the SID requirement (due to
reduced thrust during the climb), but the average climb angle ensures that the SID requirement is
met.

B
SID ALTITUDE (MSL)
FLIGHT PATH

EXCLUSION
ZONE
A
AIRPORT ALTITUDE
GF0712_001

REQUIRED SID CLIMB ANGLE

SID Climb Angle

Figure 07−12−1

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−1
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE
Performance data is as follows:
A. SID Climb Data
SID climb data are provided for both one-engine inoperative and all-engines operating climb
requirements. One-engine inoperative SID climb data are based on continuous climb from the
airport altitude to the SID altitude at take-off safety speed, V2, with slats and flaps in the
specified take-off position and gear up. All-engines operating SID climb data are based on
continuous climb from the airport altitude to the SID altitude at a speed of V2 +10, with slats
and flaps in the specified take-off position and gear up.
The one-engine inoperative SID climb gradients are related to the AFM presentation of
Obstacle Clearance Reference Climb Gradient. To convert an AFM reference climb gradient
to a SID gradient, one first converts the reference gradient to a gross gradient by adding 0.8%
and the result is multiplied by 60 to convert from percent gradient to feet per nautical mile.
Use of the SID climb data in this Supplement is governed by the following:
• Take-off with Slat OUT / Flap 0° or Flap 6° only
• Operation in tailwinds is prohibited
• For operations at temperatures below ISA, SID climb data for ISA must be used
• The maximum take-off weights from the SID tables may be increased by 500 lb for every
10 knots of headwind (up to a maximum of 30 knots headwind)
• For take-off with engine bleed closed, SID climb data for take-off with engine bleed open,
packs on must be used
• With APU on, increase the required SID climb gradient by 10 ft/nm
• With cowl anti-ice on, increase the required one-engine inoperative SID climb gradient by:
− 20 ft/nm for SID altitudes 10,000 ft and below
− 30 ft/nm for SID altitudes above 10,000 ft
• With cowl anti-ice on, increase the required all-engines operating SID climb gradient by:
− 20 ft/nm for SID altitudes 10,000 ft and below
− 40 ft/nm for SID altitudes above 10,000 ft
• With wing and cowl anti-ice on, increase the required one-engine inoperative SID climb
gradient by:
− 50 ft/nm for SID altitudes 9,000 ft and below and outside (ambient) air temperatures
5 °C and below
− 150 ft/nm for SID altitudes above 9,000 ft and outside (ambient) air temperatures
above 5 °C

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE (CONT'D)
A. SID Climb Data (Cont’d)
• With wing and cowl anti-ice on, increase the required all-engines operating SID climb
gradient by:
− 50 ft/nm for SID altitudes 9,000 ft and below and outside (ambient) air temperatures
5 °C and below
− 210 ft/nm for SID altitudes above 9,000 ft and outside (ambient) air temperatures
above 5 °C.
(1) TAKE-OFF WEIGHT LIMITED BY SID CLIMB REQUIREMENTS, ONE ENGINE INOPERATIVE
The maximum take-off weight limited by SID climb requirements for Slat OUT/Flap 0° is
determined from Table 07−12−1 through Table 07−12−8, for varying conditions of airport
pressure altitude, ambient temperature, required SID climb gradient and SID altitude.
The maximum take-off weight limited by SID climb requirements for Slat OUT/Flap 6° is
determined from Table 07−12−9 through Table 07−12−16.
(2) TAKE-OFF WEIGHT LIMITED BY SID CLIMB REQUIREMENTS, ALL-ENGINES OPERATING
The maximum take-off weight limited by SID climb requirements for Slat OUT/Flap 0° is
determined from Table 07−12−17 through Table 07−12−24, for varying conditions of
airport pressure altitude, ambient temperature, required SID climb gradient and SID
altitude.
The maximum take-off weight limited by SID climb requirements for Slat OUT/Flap 6° is
determined from Table 07−12−25 through Table 07−12−32.

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−3
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE (CONT'D)
A. SID Climb Data (Cont’d)

WARNING

All-engines operating SID climb criteria can be employed at the

operator’s discretion. If all-engines operating SID climb criteria
is employed to determine SID-limited weight and an engine
failure occurs early in the departure climb, continuation of the
SID climb on one engine should not be attempted. Instead, the
pilot should declare an emergency and either land or enter a
holding pattern to gain sufficient altitude to clear obstacles and
high terrain. All-engines operating SID climbs should only be
used in visual meterological conditions (VMC) where obstacles
can be visually acquired and avoided.
Example A − BASIC TABLE USAGE TO DETERMINE LIMITING WEIGHT:
Associated Conditions:
Airplane weight = 59,000 lb
Ambient temperature = 15 °C (ISA)
Airport pressure altitude = Sea level (0 ft)
Runway length = 10,000 ft
V1/VR = 1.00
Runway slope = 0%
Engine bleed = Open
Pack = On
APU = Off
Slat/flap = OUT / 0°
Wind = 0 knots
OEI SID requirement = 550 ft/nm to 5,000 ft MSL
To simplify the example, it will be assumed that the take-off distance is equal to the
available runway length. This approach will result in a conservative value for the
maximum take-off weight limited by SID climb requirements.
As determined from Table 07−12−1, the maximum weight limited by SID climb
requirements is 62,100 lb. This is determined by entering the table at the above
conditions and interpolating between weights of 64,800 lb and 59,400 lb for gradients of
500 ft/nm and 600 ft/nm respectively.
Alternatively, a conservative approach would be to use the limiting weight based on the
higher tabulated gradient of 600 ft/nm to arrive at a limiting weight of 59,400 lb.
In order to optimize the maximum take-off weight by using the available runway to reduce
the required SID, proceed as follows:
1. The take-off distance (TOD) for the given weight, as determined from AFM
Supplement 24, is 3,164 ft.

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE (CONT'D)
A. SID Climb Data (Cont’d)
2. The additional runway available for climb is 10,000 − 3,164 = 6,836 ft.
3. The horizontal distance required beyond the end of the runway to climb to 5,000 ft
MSL is (6,076 x 5000 / 550) = 55,236 ft.
4. The horizontal distance required from the end of TOD to climb to 5,000 ft MSL =
55,236 + 6,836 ft = 62,072 ft.
5. The reduced SID gradient = 5,000 x 6,076 / 62,072 = 489 ft/nm.
6. As determined from Table 07−12−1 , the maximum weight limited by SID climb
requirements is 65,500 lb.
7. The TOD for a weight of 65,500 lb is 3,646 ft.
8. Following the procedure of steps 2 through 5, the reduced SID gradient for the new
weight is 493 ft/nm.
9. As determined from Table 07−12−1 , the maximum weight limited by SID climb
requirements is 65,300 lb.
10. The TOD for a weight of 65,300 lb is 3,631 ft.
11. Since there is virtually no change in the TOD, or the additional runway available for
climb, no further iteration is required.
12. The final maximum weight limited by SID climb requirements is 65,300 lb. This is a
3,200 lb improvement over the simplified method where the TOD was assumed to
be equal to the available runway length.
Example B − ESTIMATION OF GRADIENT FOR A GIVEN WEIGHT:
Associated Conditions:
Ambient temperature = 40 °C (ISA + 25 °C)
Airport pressure altitude = Sea level (0 ft)
Engine bleed = Open
Pack = On
APU = Off
Slat/flap = OUT / 0°
Wind = 0 knots
Aircraft Weight = 80,000 lb
OEI SID requirement = climb to 2000 ft MSL
What is the achievable gradient for climb to 2000 ft MSL ?
As determined from Table 07−12−1, the achievable climb gradient is approximately
314 ft/nm. This is determined by entering the table at the above conditions and
interpolating between rates of climb of 300 ft/nm and 400 ft/nm for the given weight of
80,000 lb. Note that the required weight of 80,000 lb falls between the bracketing weights
of 81,200 lb and 72,600 lb.

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−5
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE (CONT'D)
A. SID Climb Data (Cont’d)
Example C − RELATING AFM OBSTACLE CLEARANCE TO SID GRADIENT:
Associated Conditions:
Ambient temperature = 45 °C (ISA + 30 °C)
Airport pressure altitude = Sea level (0 ft)
Engine bleed = Open
Pack = On
APU = Off
Slat/flap = OUT / 6°
Wind = 20 knots (headwind)
Obstacle height = 2,700 ft (above the take-off surface at
the end of the runway)
Obstacle distance = 10,200 m (33,470 ft from the end of the
runway)
What is the maximum allowable take-off weight for the given obstacle?
The pseudo-obstacle presented in this example is used as a tool to illustrate the
relationship between the AFM Reference Gradient and the SID Gradient. If an obstacle
height and distance are provided, the crew should always use AFM Chapter 6, Section 4
to determine the maximum take-off weight.
The net take-off flight path chart in AFM Chapter 6, Section 4 shows that for the given
obstacle height and distance, the required obstacle clearance reference climb gradient is
8.0% (assuming the take-off distance is equal to the runway length). The gross height
when the obstacle is cleared is 3000 ft.
The reference gradient is converted to a gross gradient by adding 0.8%, resulting in a
required gross gradient of 8.8%. This gradient is multiplied by 60.76 to convert to feet per
nautical mile, resulting in a required SID gradient of 535 ft/nm.
The gross height is converted to a pressure height using the geometric height to pressure
height conversion chart presented in AFM Chapter 6, Section 4. For a temperature of ISA
+30 °C, the geometric height of 3,000 ft is equal to a pressure height of 2,700 ft above
the airport.
Based on the above conversions, this pseudo-obstacle has been found to be equivalent
to an OEI SID requirement of 535 ft/nm to 2,700 ft MSL.
As determined from Table 07−12−9, the maximum weight limited by SID climb
requirements is 58,500 lb (zero wind). Applying the wind correction of 500 lb per 10 knots
of headwind results in a final maximum weight limited by SID climb requirements of
59,500 lb.

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−6 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
2. PERFORMANCE (CONT'D)
A. SID Climb Data (Cont’d)
Example D − WEIGHT LIMITED BY 5-MINUTE OR 10-MINUTE MTO LIMIT:
Associated Conditions:
Ambient temperature = 15 °C (ISA)
Airport pressure altitude = Sea level (0 ft)
Engine bleed = Open
Pack = On
APU = Off
Slat/flap = OUT / 0°
Wind = 0 knots
OEI SID requirement = 300 ft/nm to 8,000 ft MSL
To simplify the example, it will be assumed that the take-off distance is equal to the
available runway length. This approach will result in a conservative value for the
maximum take-off weight limited by SID climb requirements.
Table 07−12−1 shows that no maximum weight is presented for these conditions. At a
required SID gradient of 300 ft/nm, at a speed of V2 and at MTO thrust, it would take
longer than 10 minutes to climb to 8000 ft MSL. This can be verified by entering the AFM
net take−off flight path chart (far obstacles) at a required gradient of 4.1% (representing
the above SID requirement calculated as (300/60.76) − 0.8 = 4.1). The level−off height of
8,000 ft MSL occurs well beyond the maximum level−off height boundary.
It is necessary to determine the maximum weight limited by SID requirements by using a
higher required gradient that will permit the required level-off to occur within 10 minutes
from brake release. In this case, the maximum weight limited by SID requirements would
be 63,000 lb, based on a required SID gradient of 400 ft/nm.
If the SID requirement for this example had been based on all-engines operating, the
limiting weight would be 75,200 lb. This is determined by entering Table 07−12−17 at 300
ft/nm and 8000 ft MSL. Since there is no data for 300 ft/nm, it is necessary to use the
limiting weight for 900 ft/nm. This is to ensure that the 5-minute MTO limit for all-engines
operating is respected.

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−7
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE
A. Slat Out / Flap 0°

GF0712_002

Airport Pressure Altitude: SL, Engine Bleeds Open Packs On

Table 07−12−1

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_003

Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open Packs On

Table 07−12−2

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−9
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_004

Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open Packs On

Table 07−12−3

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−10 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_005

Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open Packs On

Table 07−12−4

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−11
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_006

Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open Packs On

Table 07−12−5

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−12 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_007

Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open Packs On

Table 07−12−6

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−13
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_008

Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open Packs On

Table 07−12−7

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−14 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_009

Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open Packs On

Table 07−12−8

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−15
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_010

Airport Pressure Altitude: SL, Engine Bleeds Open Packs On

Table 07−12−9

Volume 1 Flight Crew Operating Manual REV 94, Sep 18, 2017
07−12−16 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_011

Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open Packs On

Table 07−12−10

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−17
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_012

Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open Packs On

Table 07−12−11

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−18 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_013

Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open Packs On

Table 07−12−12

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−19
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_014

Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open Packs On

Table 07−12−13

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−20 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_015

Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open Packs On

Table 07−12−14

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−21
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_016

Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open Packs On

Table 07−12−15

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−22 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
3. ONE ENGINE INOPERATIVE (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_017

Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open Packs On

Table 07−12−16

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−23
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING
A. Slat Out / Flap 0°
bd700/357

MAX TAKE−OFF WEIGHT (1000LB) TO MEET SID CLIMB GARDIENT

OAT SID ALTITUDE REQUIRED SID CLIMB GRADIENT (FT/NM)

(DEG C) (FT, MSL) 200 300 400 500 600 700 800 900
1000 105.0 105.0 105.0 105.0 105.0 105.0 104.3 97.8
2000 105.0 105.0 105.0 105.0 105.0 105.0 102.4 95.9
3000 105.0 105.0 105.0 105.0 105.0 105.0 100.4 93.9
4000 105.0 105.0 105.0 105.0 105.0 105.0 98.2 91.8
ISA

15 5000 104.7 102.9 95.9 89.7

6000 93.0 87.6
7000 83.3
8000 75.2
9000 68.3
1000 105.0 105.0 105.0 105.0 105.0 105.0 104.1 97.6
2000 105.0 105.0 105.0 105.0 105.0 105.0 102.0 96.5
3000 105.0 105.0 105.0 105.0 105.0 105.0 99.8 93.4
4000 105.0 105.0 105.0 105.0 105.0 104.4 97.4 91.2
ISA+20

35 5000 103.8 102.0 95.0 88.9

6000 92.0 86.7
7000 82.2
8000 74.1
9000 67.1
1000 105.0 105.0 105.0 105.0 105.0 105.0 99.8 93.3
2000 105.0 105.0 105.0 105.0 105.0 104.6 97.6 91.3
3000 105.0 105.0 105.0 105.0 105.0 102.4 95.4 89.2
4000 105.0 105.0 105.0 105.0 105.0 100.0 93.0 87.0
ISA+25

Table 07−12−22

REV 74, Aug 17, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−29
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_024

Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open Packs On

Table 07−12−23

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−30 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
A. Slat Out / Flap 0° (Cont’d)

GF0712_025

Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open Packs On

Table 07−12−24

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−31
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
B. Slat Out / Flap 6°

Airport Pressure Altitude: SL, Engine Bleeds Open Packs On

Table 07−12−25

Volume 1 Flight Crew Operating Manual REV 74, Aug 17, 2012
07−12−32 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

Airport Pressure Altitude: 2,000 ft, Engine Bleeds Open Packs On

Table 07−12−26

REV 74, Aug 17, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−33
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE

4. ALL ENGINES OPERATING (CONT'D)

B. Slat Out / Flap 6° (Cont’d)

Airport Pressure Altitude: 4,000 ft, Engine Bleeds Open Packs On

Table 07−12−27

Volume 1 Flight Crew Operating Manual REV 74, Aug 17, 2012
07−12−34 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

Airport Pressure Altitude: 6,000 ft, Engine Bleeds Open Packs On

Table 07−12−28

REV 74, Aug 17, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−35
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE

4. ALL ENGINES OPERATING (CONT'D)

B. Slat Out / Flap 6° (Cont’d)

Airport Pressure Altitude: 8,000 ft, Engine Bleeds Open Packs On

Table 07−12−29

Volume 1 Flight Crew Operating Manual REV 74, Aug 17, 2012
07−12−36 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE

4. ALL ENGINES OPERATING (CONT'D)

B. Slat Out / Flap 6° (Cont’d)

Airport Pressure Altitude: 10,000 ft, Engine Bleeds Open Packs On

Table 07−12−30

REV 75, Dec 20, 2012 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−37
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_032

Airport Pressure Altitude: 12,000 ft, Engine Bleeds Open Packs On

Table 07−12−31

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−38 CSP 700−6
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE
4. ALL ENGINES OPERATING (CONT'D)
B. Slat Out / Flap 6° (Cont’d)

GF0712_033

Airport Pressure Altitude: 14,000 ft, Engine Bleeds Open Packs On

Table 07−12−32

REV 67, Nov 09, 2010 Flight Crew Operating Manual Volume 1
CSP 700−6 07−12−39
SUPPLEMENTARY PROCEDURES
STANDARD INSTRUMENT DEPARTURE (SID)
CLIMB PERFORMANCE

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 67, Nov 09, 2010
07−12−40 CSP 700−6
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES

A. General
In normal conditions when the oil indication and oil replenishment systems are functional, the
Engine Oil Replenishment procedure in Chapter 4 should be used. The procedures in this
supplement can be used by the flight crew during the following conditions:
• Oil replenishment system is inoperative;
• indication of an empty or low oil reservoir in the aft equipment bay;
• outside air temperature (OAT) is −12 °C or below;
• a dashed or unreliable oil quantity indication appears on the EICAS.
The oil check and replenishment procedures presented in this supplement are designed to
provide flight crews with the information needed to manually check and service the
engine-mounted oil tanks and the aft equipment bay oil replenishment tank.
This supplement provides the following oil quantity check and replenishment procedures:
• Engine Oil Tank Check with the Sight Glass;
• Manual Engine Oil Tank Replenishment;
• Visual Check of the Oil Replenishment Tank Quantity;
• Manual Refill of the Oil Replenishment Tank.

NOTE
Complete the Normal Procedures − Shutdown check before
conducting any manual oil check or replenishment procedures.
The following CAUTIONS and WARNINGS apply to each of the oil system servicing
procedures:

WARNING

1. Be careful when you work on the engine after an engine run. The engine parts stay
hot for approximately three hours after the engine stops. Use approved gloves and
protective clothing. If you do not do this, you can cause injury to personnel.
2. Engine oil can cause injury. Obey the precautions that follow when you use engine
oil:
• Use approved eye and body protection.
• Do the work in an area that has a good flow of clean air.
• Obey the manufacturer’s instructions.
• Do not let the engine oil touch your skin, eyes or mouth.
• Get medical aid immediately if irritation occurs.
t

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 07−13−1
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

A. General (Cont’d)

CAUTION
1. Do not let engine oil stay on the engine components. Engine oil must be
removed immediately. It can cause damage to the components.
2. Add oil that is of the same approved type as the oil that is in the system.
If you mix oil types, you can cause contamination. This can cause
damage to the engine/APU/oil systems.
When servicing the oil system, use a suitable oil as defined by the table that follows:
DESIGNATION MANUFACTURER REFERENCE AND/OR
SPECIFICATION
Synthetic Based Aircraft Turbine Engine MIL−PRF−23699 (TYPEII)
Lubricating Oil Aeroshell/Royco Turbine Oil 500
Aeroshell/Royco Turbine Oil 560
BP, Exxon or Eastman Turbo Oil 2197
BP, Exxon or Eastman Turbo Oil 2380
Castrol Aero 5000
Mobil Jet Oil II
Mobil Jet Oil 254

NOTE
1. Use only approved oil of the same type. Mixing different
approved oil brands of the same type is permitted.
2. Use only the same type of oil in the engine/APU/oil systems.
3. Use of Mobil Jet Oil 254 may result in amber dashes on the
EICAS status display for the APU oil quantity.
———— END ————
B. Engine Oil Tank Check with the Sight Glass

CAUTION
You must do a check of the engine oil level between 5 and 30
minutes after the engine stops. If you do not obey these time limits,
you can put too much oil in the oil system. Damage to the engine
can occur if you put too much oil in the oil system.
If the engine did not operate in the last 5 to 30 minutes:
(1) Perform the Normal Procedures − Start Check or one of the Supplementary − Engine
Starting procedures.
(2) Operate the engine at idle for at least 10 minutes.
(3) Perform the Shutdown Check and Terminating Check procedures.
t

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
07−13−2 CSP 700−6
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

B. Engine Oil Tank Check with the Sight Glass (Cont’d)
Within 5 to 30 minutes after shutdown:
(4) Open the lower cowl access door.
(5) Check to make sure the oil level is at the lower FULL mark of the hatched area on the oil
quantity indication sight glass.
If the oil level is below the lower FULL mark of the hatched area:
(6) Perform the Manual Engine Oil Tank Replenishment procedure.
t

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 07−13−3
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

B. Engine Oil Tank Check with the Sight Glass (Cont’d)
LEFT ENGINE ACCESS DOOR

RIGHT ENGINE ACCESS DOOR

TFM0714000_001

Engine Oil Tank Components

Figure 07−13−1 (Sheet 1 of 2)

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
07−13−4 CSP 700−6
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

B. Engine Oil Tank Check with the Sight Glass (Cont’d)

Engine Oil Tank Components

Figure 07−13−1 (Sheet 2 of 2)
———— END ————

REV 87, Feb 10, 2016 Flight Crew Operating Manual Volume 1
CSP 700−6 07−13−5
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

C. Manual Engine Oil Tank Replenishment
If the engine did not operate in the last 5 to 30 minutes:
(1) Perform the Normal Procedures − Start Check or one of the Supplementary − Engine
Starting procedures.
(2) Operate the engine at idle for at least 10 minutes.
(3) Perform the Shutdown Check and Terminating Check procedures.
Within 5 to 30 minutes after shutdown:
(4) Open the lower cowl access door.
(5) Place a suitable container below the engine oil tank to catch any spills.
(6) Remove the oil servicing cap.
(7) Add oil to the engine oil tanks as follows:

NOTE
Take care not to overfill the engine oil tank. If you overfill the
engine oil tank, corrective maintenance procedures will be
required.
For the left engine:
(8) Add oil directly from the oil container until the oil level is slightly below the lower FULL
range mark (hatched area) on the oil sight glass.
For the right engine:
(9) Put a funnel and hose assembly in position at the oil-servicing hole and add oil from the
container until the oil level is slightly below the lower FULL range mark (hatched area) on
the oil sight glass.
(10) Remove the funnel and hose assembly from the oil-servicing hole.
(11) Clean all the unwanted oil from the oil tank area.
(12) Close the access doors.
———— END ————
D. Visual Check of the Oil Replenishment Tank Quantity
(1) Open the aft equipment-compartment door.
(2) Remove the oil servicing cap from the oil tank.
(3) Examine the oil level.

NOTE
Tthe maximum quantity of oil is reached when the oil level is
equal to the edge of the oil servicing hole. The oil tank capacity
is 6.0 qt (5.7 L).
If the oil level is low:
t

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SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

D. Visual Check of the Oil Replenishment Tank Quantity (Cont’d)
(4) Perform the Manual Refill of the Oil Replenishment Tank procedure.
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SUPPLEMENTARY PROCEDURES
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1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

D. Visual Check of the Oil Replenishment Tank Quantity (Cont’d)

FS925.00

OIL SERVICING
CAP

TFM0714000_003

Airframe Oil Tank

Figure 07−13−2
———— END ————

Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
07−13−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
MANUAL OIL SYSTEM SERVICING

1. MANUAL OIL SERVICING PROCEDURES (CONT'D)

E. Manual Refill of the Oil Replenishment Tank
(1) Open the aft equipment-compartment door.
(2) Remove the oil servicing cap from the oil tank.
(3) Add oil to the oil tank until the oil level is correct.

NOTE
1. The maximum quantity of oil is reached when the oil level is
equal to the edge of the oil servicing hole.
2. Take care not to overfill the oil tank. If you overfill the engine
oil tank, corrective maintenance procedures will be required.
(4) Clean all the unwanted oil from the oil tank area.
(5) Install and tighten the oil servicing cap.
(6) Close the aft equipment-compartment door.
———— END ————

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Volume 1 Flight Crew Operating Manual REV 87, Feb 10, 2016
07−13−10 CSP 700−6
SUPPLEMENTARY PROCEDURES
FUEL VENT SYSTEM SCAVENGING

1. FUEL VENT SYSTEM SCAVENGING

A. General
This procedure is for use immediately after the aircraft has been towed and one or both wings
contain more than 12, 000 lbs (5443 kg) of fuel.

B. Fuel Vent System Scavenging

NOTE
It is recommended to close the passenger door before disconnecting
the batteries.

A. Disconnect the Avionics Battery

NOTE
It is not required to “PULL” the battery charger circuit breaker as stated
on the placard if the battery is being disconnected for parking purposes
only.
(1) Open the pilot−side forward equipment compartment door (refer to Figure 07−16−1):
• Unlock the compartment (1).
• Disengage the latches (2).
• Open the door (3) and put the hold−open strut (4) into its bracket (5).
• Secure the hold−open strut in its bracket with the safety pin (6).

WARNING

Be careful when touching or doing maintenance on or near the battery.

Remove all metal objects and jewelry from your person. Accidentally
touching the battery with a metal object, can cause personal injury and
damage to equipment.

CAUTION
Ensure that the disconnected connector cannot contact the battery
terminals; otherwise, arcing can occur.
(2) Disconnect the avionics battery (refer to Figure 07−16−2):
• Loosen and disconnect the electrical connector (1) from the avionics battery.
• Position the connector so that it cannot contact the battery terminals.
(3) Close the pilot−side forward equipment compartment door (refer to Figure 07−16−1):
• Remove the safety pin (6) from the hold−open strut (4) and remove the strut from its
bracket (5).
• Close the door (3).
• Engage the latches (2).
• Lock the compartment (1).
———— END ————

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SUPPLEMENTARY PROCEDURES
BATTERY DISCONNECT/CONNECT

1. DISCONNECT THE BATTERIES (CONT'D)

B. Disconnect the APU Battery

(1) Open the aft equipment bay door (refer to Figure 07−16−3):
• Unlock the aft equipment bay door.
• Press the trigger (1) to release the latch handle (2).
• Pull the latch handle (2) and open the door (3).

WARNING

Be careful when touching or doing maintenance on or near the battery.

Remove all metal objects and jewelry from your person. Accidentally
touching the battery with a metal object, can cause personal injury and
damage to equipment.

CAUTION
Ensure that the disconnected connector cannot contact the battery
terminals; otherwise, arcing can occur.
(2) Disconnect the APU battery (refer to Figure 07−16−4):
• Loosen and disconnect the APU electrical connector (1) from the APU battery.
• Position the connector (1) so that it cannot contact the battery terminals.
(3) Close the aft equipment compartment door and push the latch handle (2) to engage the
latch (refer to Figure 07−16−3).
———— END ————

2. CONNECT THE BATTERIES

Ensure the airplane is in the same configuration as for the battery disconnect procedure.
The batteries can be connected in any order.

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SUPPLEMENTARY PROCEDURES
BATTERY DISCONNECT/CONNECT

2. CONNECT THE BATTERIES (CONT'D)

A. Connect the APU Battery
(1) Open the aft equipment bay door (refer to Figure 07−16−3):
• Unlock the aft equipment bay door.
• Press the trigger (1) to release the latch handle (2).
• Pull the latch handle (2) and open the door (3).

WARNING

Be careful when touching or doing maintenance on or near the battery.

Remove all metal objects and jewelry from your person. Accidentally
touching the battery with a metal object, can cause personal injury and
damage to equipment.
(2) Connect and tighten the APU electrical connector (1) to the battery (refer to
Figure 07−16−4.
(3) Close the aft equipment compartment door and push the latch handle (2) to engage the
latch (refer to Figure 07−16−3).
———— END ————

B. Connect the Avionics Battery

(1) Open the pilot−side forward equipment compartment door (refer to Figure 07−16−1):
• Unlock the compartment (1).
• Disengage the latches (2).
• Open the door (3) and put the hold−open strut (4) into its bracket (5).
• Secure the hold−open strut in its bracket with the safety pin (6).

WARNING

Be careful when touching or doing maintenance on or near the battery.

Remove all metal objects and jewelry from your person. Accidentally
touching the battery with a metal object, can cause personal injury and
damage to equipment.
(2) Connect and tighten the electrical connector (1) to the avionics battery (refer to
Figure 07−16−2).
(3) Close the pilot−side forward equipment compartment door (refer to Figure 07−16−1):
• Remove the safety pin (6) from the hold−open strut (4) and remove the strut from its
bracket (5).
• Close the door (3).
• Engage the latches (2).
• Lock the compartment (1).
———— END ————

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SUPPLEMENTARY PROCEDURES
BATTERY DISCONNECT/CONNECT

2. CONNECT THE BATTERIES (CONT'D)

C. Battery Connection Check

In the flight compartment on the ELECTRICAL control panel:
(1) BATT MASTER ........................................................ ON

NOTE
The AV BATT FAIL and APU BATT FAIL caution messages will be
posted on EICAS. The caution messages will be removed when AC
power (EXT AC or APU) is applied.

(2) On the ELEC synoptic, confirm that each battery has a green outline and shows
approximately 24 V DC.
(3) BATT MASTER .......................................................OFF
———— END ————

Volume 1 Flight Crew Operating Manual REV 107, Feb 22, 2021
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SUPPLEMENTARY PROCEDURES
BATTERY DISCONNECT/CONNECT

5
3

2
1

2
GFM_004

Forward Equipment Compartment Door

Figure 07−16−1

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BATTERY DISCONNECT/CONNECT

AVIONICS
BATTERY

GFM_003

Avionics Battery
Figure 07−16−2

Volume 1 Flight Crew Operating Manual REV 107, Feb 22, 2021
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BATTERY DISCONNECT/CONNECT

2
3

GFM_001

Aft Equipment Compartment Door

Figure 07−16−3

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SUPPLEMENTARY PROCEDURES
BATTERY DISCONNECT/CONNECT

APU BATTERY

GFM_002

APU Battery
Figure 07−16−4

Volume 1 Flight Crew Operating Manual REV 107, Feb 22, 2021
07−16−8 CSP 700−6
SUPPLEMENTARY PROCEDURES
PARKING

1. SHORT-TERM PARKING
NOTE
This procedure is applicable when the airplane is parked for 7
days or less.

NOTE
Repeated use of the passenger door and/or cabin lights will
cause a drain on the batteries. Connecting external AC power
will recharge the MAIN and APU batteries, and also provides
power to their heaters which is beneficial during cold weather
operations.
(1) If the airplane is parked for more than two days, do the steps that follow:
1. Disconnect the avionics battery, refer to Supplement 16 − Disconnect the
Avionics Battery .
2. Disconnect the APU battery, refer to Supplement 16 − Disconnect the APU
Battery .
(2) If the airplane is parked in a closed hangar, do the steps that follow:
1. Install the wheel chocks at forward and aft of the Nose Landing Gear (NLG)
and the Main Landing Gear (MLG) wheel assemblies.

WARNING

Make sure the wheel chocks are put at the nose and
main wheel/tire assemblies. Movement of the airplane
can cause injury to persons and damage to the
equipment.
2. Ground the airplane.
3. Install the safety lock pins in the NLG.
4. Install the safety lock pins in the MLG.
5. Install the Ram Air Turbine (RAT) ground lock pin.
6. Install the pitot covers.

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SUPPLEMENTARY PROCEDURES
PARKING

1. SHORT-TERM PARKING (CONT'D)

(3) If the airplane is parked in an open area. do the steps that follow:
1. Park the airplane to point into the wind.
2. Install the wheel chocks at forward and aft of the Nose Landing Gear (NLG)
and the Main Landing Gear (MLG) wheel assemblies.

WARNING

Make sure the wheel chocks are put at the nose and
main wheel/tire assemblies. Movement of the airplane
can cause injury to persons and damage to the
equipment.
3. Ground the airplane.
4. Install the Safety lock pins in the NLG.
5. Install the Safety lock pins in the MLG.
6. Install the Ram Air Turbine (RAT) ground lock pin.
7. Make sure the flaps and slats are stowed.
8. Move the elevators and pitch trim through their full range of travel in both
directions to drain any collected water.

NOTE
Make sure that any collected ice melts and drain any
condensed water.
9. Install covers and plugs.
10. Do a regular check of the local weather conditions and do the steps that follow:
1. If the wind direction changes, move the airplane to point into the wind, if
necessary.
2. If high winds between 35 and 65 kt are possible when the airplane is
parked in an open area, then moor the airplane.

NOTE
If it is not possible to moor, then tow the airplane
into a hangar.

CAUTION
Do not park or moor the airplane in an open area
when winds of 65 kt or more are possible. If such
conditions are possible, it is recommended to move
the airplane into a closed hangar. Otherwise
damage to the airplane could occur.
3. If high winds more then 65 kt are possible, then immediately tow the
airplane into the hangar until the wind decreases.
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SUPPLEMENTARY PROCEDURES
PARKING

2. LONG-TERM PARKING

NOTE
This procedure is applicable when the airplane is parked for 8 days or
more.

(1) Long−term parking requires maintenance procedures, refer to AMM TASK

10−11−00−587−802.

NOTE
To alleviate the requirement for maintenance on an airplane parked for
8 days or more, the airplane must be operated within 7 day short−term
parking period.
The following must be accomplished to alleviate the requirement for
maintenance on an airplane parked for 8 days or more:
− The engines and APU must be operated
− Hydraulics and all other airplane systems must be
operated
− All flight controls must be cycled
− The airplane must be taxied or at least towed to prevent
flat−spotting the tires
− The short−term parking procedure must be completed
− A journey log entry to record the procedure is mandatory
to document and track the short−term parking period

———— END ————

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Volume 1 Flight Crew Operating Manual REV 111, Mar 01, 2022
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SUPPLEMENTARY PROCEDURES
OPERATIONS IN HIGH LATITUDE AND POLAR
REGION AIRSPACE
1. INTRODUCTION
This supplement contains guidance and information for flight operations in high latitude and polar
region airspace for the Global Express/XRS Model BD−700−1A10 airplane.
A. General
High latitude airspace is generally defined as the area North of 60 degrees North latitude,
inclusive, and the area South of 60 degrees South latitude, inclusive.
The Flight Management System (FMS) defines the polar region as latitudes greater than 89
degrees North and 89 degrees South latitude.
The Northern Control Area (NCA) is a region of Northern airspace where all operations are
conducted with reference to True North.
Flight crew should also be familiar with references in section B, in cases where ground
operation is planned or unplanned (diversion) in these regions.
In addition, this supplement provides information on some pre−requisites, such as Polar
Flight Radiation Exposure Management program, on−board carriage of special emergency
equipment (arctic/cold weather gear) and airspace specific guidance.
B. References
• Global Express FCOM 1, Chapter 7; Supplementary Procedures − Cold Weather
Operation
• Infoservice − Cold Weather Operation (latest edition)

2. LIMITATIONS
The limitations in AFM Chapter 2 and Chapter 7 are applicable, including:
(a) Minimum ambient temperature approved for takeoff is −40°C (−40°F) (refer to Airplane
Flight Manual, Chapter 2; Limitations − Altitude and Temperature Operating Limit ).
(b) If the airplane is exposed to ground temperatures below −20 °C (−4 °F), operation of the
airplane must be done in accordance with Flight Crew Operating Manual, Volume 1,
Chapter 7; Supplementary Procedures − Cold Weather Operation .
(c) Aircraft flights in Polar Regions outside areas covered by VHF communications are
permitted only when favorable forecast for HF radio wave propagation exists (refer to
Airplane Flight Manual, Chapter 7 Supplement 31, IAC AR Certified Aircraft − Limitations) .

3. NON-NORMAL PROCEDURES
The non−normal procedures in Chapter 3 are applicable.

4. NORMAL PROCEDURES
The normal procedures in Chapter 4 are applicable.

5. PERFORMANCE
The performance data in AFM Chapter 6 and the compatible supplements are applicable.
Flight Management FMS TOLD Vspeeds and takeoff/landing performance data (TOLD) are only
available for runway dry/wet.
If operating on a contaminated runway (e.g. surface snow, slush), use AFM Supplement 3 to
determine Vspeeds/TOLD.

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OPERATIONS IN HIGH LATITUDE AND POLAR
REGION AIRSPACE
6. PRE-FLIGHT
• Minimum Long−Range Communication system equipment:
− Dual HF
• Minimum Navigation Equipment
The following minimum navigation equipment is required:
− Dual FMS
− Dual IRS
− Dual GPS
• As required, perform pre−flight associated with Supplementary Procedures − Cold Weather
Operation (refer to Chapter 7; Supplementary Procedures − Cold Weather Operation).
• Review the suitability of enroute diversion airports.
• Each individual crewmember must have adequate cold weather gear on board to exit the
aircraft to coordinate ground operations. Based on operator Standard Operating Procedures
(SOP) the equipment may extend to passengers and survival kits.
• Some regulations mandate a minimum of two cold−weather anti−exposure suits be required
on board and the crewmembers must be familiar with their usage, so that flight line
coordination at a diversion airport can be accomplished safely.
• Inertial Reference System (IRS):
− IRS alignment mode has an increased alignment time of up to 17 minutes at higher
latitudes (70 degrees N or S to 78.25 degrees N or S).
− Under normal circumstances, alignment should be initiated only within the latitudes of
78.25 degrees north to 78.25 degrees south. If necessary, alignment above 78.25
degrees may be attempted; however, system navigation performance accuracies may
be degraded to an extent that prevents NAV Mode engagement.
• Review MAG/TRUE heading reference transition regions (either enroute waypoint or fix)
based on the flight plan (see the section 7. In−Flight PFD, FMS and IRS).

7. IN-FLIGHT
INERTIAL REFERENCE SYSTEM (IRS):
• Use of the IRS Attitude (ATT) mode at higher latitudes (greater than 73 degrees N or 60
degrees S) may cause HSI or EFIS to display misleading navigation information due to MAG
input provided by the IRS and TRUE input coming from the FMS.
• The IRS will not provide magnetic heading and track angle data at higher latitudes (greater
than 82 degrees N or S) and within both the North and South magnetic polar cut−out regions
− refer to Figure 07−18−1. These cut−out regions are also known as the keyhole.
− The North magnetic polar cut−out region is North of 70 degrees North between 90
degrees West longitude and 120 degrees West longitude. The South magnetic polar
cut−out region is South of 60 degrees South between 120 degrees East longitude and
160 degrees East longitude.

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OPERATIONS IN HIGH LATITUDE AND POLAR
REGION AIRSPACE
7. IN-FLIGHT (CONT'D)
• Between latitudes of 70 and 72.5 degrees in the Northern magnetic polar cut-out region,
"HDG FAIL" annunciation will be shown on the HSI because the IRS will not provide MAG
heading while FMS heading reference has not yet switched to TRUE (Ref. AFM 05−14 7.
IRS G. PFD HDG FAIL). Manual TRUE HDG MODE selection shall be made via the coupled
FMS Maintenance page 3.

NOTE
Condition does not exist in the Southern polar cut−out region.

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7. IN-FLIGHT (CONT'D)

Magnetic Variation Northern and Southern Latitude Cutouts

Figure 07−18−1

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OPERATIONS IN HIGH LATITUDE AND POLAR
REGION AIRSPACE
7. IN-FLIGHT (CONT'D)
FLIGHT MANAGEMENT SYSTEM (FMS):
Reference: Honeywell Pilot Guide for Bombardier Global Express/5000/XRS FMS NZ6.1
• Although the EFIS will automatically transition from MAG to TRUE as detailed below, flight
crew shall manually select TRUE when entering airspace where navigation is predicated on
TRUE track (e.g. Canadian Northern Domestic Airspace). At latitudes greater than 73
degrees N and 60 degrees S, magnetic heading cannot be calculated by the FMS. Upon
exiting airspace where navigation is predicated on TRUE track, flight crew shall manually
select MAG.
• Even if the information presented in the EFIS plan mode display is correct, its North up
presentation is not useful while at or near the pole (i.e. everything is South at the North
pole). Therefore, the map mode should be used during operations at or near either pole.
• If primary navigation source is FMS, the FMS and EFIS automatically transitions from MAG
to TRUE heading reference when the aircraft transitions North of 72.5 degrees N or South of
59.5 degrees S. Additionally, the FMS message ACTIVE MODE IS TRUE HDG will display
on the FMS CDU scratchpad along with the flashing MSG annunciator on the coupled PFD
to inform crew they have entered the high latitude area, which is the first of two areas
defines by the FMS for high latitude operations.
• When the aircraft transitions North of 89 degrees N or South of 89 degrees S it enters the
second area defined by the FMS as the polar region. The FMS message ENTERING
POLAR REGION will display on the FMS CDU scratchpad along with the flashing MSG
annunciator on the coupled PFD to inform crew they have entered the polar region. TRUE
heading reference remains the active mode for FMS and EFIS, but the FMS will suspend
sensor blending and the FMS position will slowly ramp to the position of the highest priority
sensor. In normal operations FMS 1 and pilot EFIS use IRS 1 and FMS 2 and Copilot EFIS
uses IRS 2. Upon failure of a sensor the next priority sensor is used.
− Both EFIS will show a simultaneous 180 degrees reversal as the FMS crosses the pole.
− Manual FMS position update is prohibited in the polar region. The FMS uses the
highest priority IRS and the IRS position cannot be updated.
− Upon entering the polar region, FMS lateral offset will be inhibited and any previously
entered lateral offset will be removed.
• When TRUE is the active mode, all courses and headings displayed by the FMS are
followed by the letter T. When MAG is the active mode, all courses and headings displayed
by the FMS are followed by a degree symbol on the FMS pages.
• While outside of the magnetic variation table coverage, FMS message BRG/CRS MUST BE
IN TRUE will display on the FMS CDU scratchpad along with the flashing MSG annunciator
on the coupled PFD for any reference waypoint bearing entry not in TRUE format (entered
xxxT).
• In high latitudes, suffix the bearing with the letter T for True North when creating
pilot−defined waypoints based on a bearing entry (Place Bearing Distance (e.g.
SARBE290T/25) or Place Bearing Place Bearing) in order to ensure the associated bearings
are also referenced to True North. Otherwise, the FMS will interpret the crew entry as
referenced to Magnetic North.
• When exiting the polar region as aircraft transition South of 88 degrees N or North of 88
degrees S, FMS sensor blending automatically resumes. The FMS position transitions
slowly to the blended sensor position. Additionally, the FMS message EXITING POLAR
REGION will display on the FMS CDU scratchpad along with the flashing MSG annunciator
on the coupled PFD to inform crew they have exit the polar region.

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REGION AIRSPACE
7. IN-FLIGHT (CONT'D)
• When the aircraft exits high latitude area and transitions South of 72 degrees N or North of
59 degrees S, the FMS and EFIS heading reference automatically transitions from TRUE.
Additionally, the FMS message ACTIVE MODE IS MAG HDG will display on the FMS CDU
scratchpad along with the flashing MSG annunciator on the coupled PFD to inform crew
they have left the high latitude area.
AUTOPILOT SYSTEM/AFCS:
• FMS lateral mode is recommended to be used while flying at high latitudes.
− HDG or HDG HOLD (ROLL mode when bank angle less than 5 degrees) is not
recommended. Due to the rapid changes in heading at or near the poles HDG or HDG
HOLD mode will result in constant banking to maintain heading.
PRIMARY FLIGHT DISPLAY (PFD):
• The bearing pointer should only be used to show VOR information when both the aircraft
heading system and the VOR station are referenced to the same heading reference
(magnetic/magnetic or true/true).
STANDBY MAGNETIC COMPASS:
• Use of magnetic heading is not recommended while flying in TRUE heading reference
regions.

8. GENERAL GUIDANCE
A. Polar Flight Radiation Exposure Management Program
Program should be developed associated with ionizing radiation exposure over time and
limits, health risks to personnel in accordance considered safe in the industry guidance.
• The amount of cosmic radiation exposure received while flying depends on the amount of
time in the air, altitude, latitude, and solar activity. For any location a higher altitude will
incur a higher dose rate. Flying at a lower altitude can reduce radiation exposure
particularly during solar radiation alert periods.
• Awareness of FAA Advisory Circular (AC) 120−61B, In−Flight Radiation Exposure.
B. Long−Range Crew Rest Requirements
Consistent with all long−range operations, have a crew rest plan and a clear progression of
pilot−in−command authority.
C. Operational Approval
Depending on the type of operation (private/ commercial) and local authorities it may require
specific approval to conduct operations in high latitude regions or in areas of magnetic
unreliability. These regions are generally defined as the Canadian NCA and FAA defines
North Polar area of operations as the area lying North of 78 deg North latitude associated
with OpSpec/MSpec/LOA B040.
D. Airspace General Guidance
• ATC generally do not allow direct routing but require flights to maintain navigation on
airways. Plan to stay on the filed route unless a weather deviation is required or ATC
offers an alternate route. ATC assigned offsets are common.
• Initial ATC clearances will include the high latitude routing.

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REGION AIRSPACE
8. GENERAL GUIDANCE (CONT'D)
D. Airspace General Guidance (Cont’d)
• SLOP is authorized within FIR Murmansk and FIR Magadan airspace only on the
segments of ATS routes located within the Oceanic Sectors of the Arctic Ocean and over
the Pacific Ocean high seas.
− SLOP shall be carried out to the right from the center line of the route relative to the
flight direction with increase of 0.1 nm increments, maximum by 2NM (3.7 km).
• Flight levels are used in Russian airspace above the transition altitude. Below the
transition level, metric altimetry standard and the metric conversion tables should be
consulted. QNH is available upon request.
• Russian airways South of 74 deg North latitude are referenced to magnetic North.
• In China (PRC) airspace, cruising levels are in meters. Prior to entering China airspace
ATC will issue the flight level clearance in meters. Pilots shall use the PRC RVSM FLAS
(flight level allocation scheme).
E. Communications
Communication in high latitude airspace should be handled according to the applicable
procedures described on enroute charts. Both VHF and HF equipment are needed to
communicate with ATC. SATCOM should be considered as a backup.
Strong HF signals with distortion may require selecting the AM mode or requesting that the
controller broadcast on the upper side band. Before an airplane enters high latitude airspace,
obtain the latest information on weather and enroute diversion airports.
Consider the effects of solar activity on HF communication: poorer quality, a shift to lower
usable frequency bands, and more noise or fading. During extreme solar activity, HF
communications may not be available in high latitude airspace. Information on solar activity is
available at the following web sites:
www.sec.noaa.gov/SWN/
www.hard−core−dx.com/solar/solarindex.shtml.
A typical high latitude airspace flight initiated in North America as the airplane progresses
North will require routine VHF communication with the various ATCs as follow.
First contact with Arctic Radio is made on VHF, and communication eventually switches to
HF. On initial contact, the flight crew should request a primary and secondary frequency
along with a selective calling (SELCAL) check. Possible alternate contacts such as Iceland
Radio, Bodo Radio, and Stockholm Radio to use in the event that Arctic Radio cannot be
contacted.
1. Canada / Northern America
• CPDLC Logon should be initiated prior to entry from airspace where no ATS data link
service are being received.
• Expect routine VHF and CPDLC communications while in Canadian Airspace.
• Transition to the Edmonton control center and then to Arctic Radio, a
general−purpose communication provider that handles the interface between the
airplane and controllers at the Anchorage and Edmonton control centers. Arctic
Radio, which operates on HF frequencies and has several VHF remote sites, covers
the Northern flight information region (FIR) to the Russian FIRs (i.e., from Norway to
Churchill, Canada, on its Southern border and past the North Pole on the Northern
border).

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8. GENERAL GUIDANCE (CONT'D)
E. Communications (Cont’d)
• Gander Radio handles communication in the Northern FIRs including Edmonton and
Anchorage Center up to the Russian FIR. On initial contact with Gander Radio,
obtain an HF SELCAL check. If you are unable to contact Gander Radio on HF,
attempt to contact Iceland Radio or Bodo Radio.
• Canadian Southern Control Area (SCA): 122.7
• Canadian Northern Control Area (NCA) and the Artic Control Area (ACA): 123.45
2. Russia
Communication with Russia begins before the airplane enters Russian airspace.
Coordinate with air traffic management at the Russian State Civil Aviation Authority
regarding specific contact procedures and locations.
• Prior to Russian FIR boundary, contact Murmansk or Magadan as appropriate for a
clearance to enter Russian Airspace on HF.
• Do not enter Russian Airspace until contact is established.
• Communication with ATC is available on HF when operating beyond the VHF range
of the ATC facilities. In Russia, a call sign with the radio designator is not a
general−purpose communications service as it is with Arctic Radio. Instead, it
indicates HF communications with an actual ATC center. Russian ATC centers
usually list at least two HF frequencies; the higher frequency is used during the day,
and the lower frequency is used at night. In addition, an unused HF frequency may
not be monitored and HF stations are not equipped with SELCAL.
• Listening watches are required for HF frequencies assigned by ATC.
F. Diversions
• Considered only in the event of aircraft or medical emergency. Passengers, crew, and
aircraft may be at risk, particularly if landing in extreme weather. For ground handling and
additional guidance (refer to Chapter 7; Supplementary Procedures − Cold Weather
Operation).
• Define a sufficient set of diversion airports, such that one or more can be reasonably
expected to be available in varying weather conditions.
• If a diversion becomes necessary, review list of suitable airports established in the
pre−flight preparation. If diverting to an airport with one usable runway it is imperative that
the aircraft, clear the runway after landing to facilitate a recovery operation.
• Contact the airports to assess changes that may have occurred since the assessments
was conducted.

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SYSTEM DEACTIVATION, SECURING OF
CIRCUIT BREAKERS, INSTALLATION OF
INOPERATIVE PLACARDS
1. INTRODUCTION
These Supplementary procedures for flight crew provide guidance to perform system
deactivation, securing of circuit breakers (CBs) and installation of INOPERATIVE placards. The
aim is to support actions outlined in Master Minimum Equipment List (MMEL), Operator Minimum
Equipment List (MEL) or Dispatch Deviation Guide (DDG) dispatch procedure.

NOTE
The satisfactory accomplishment of these procedures, regardless of
who performs them, is the responsibility of the Operator and should be
outlined in the Operator’s Manual or MMEL/MEL/DDG procedure
guidance.
(M) and (O) indicate specific procedures that must be accomplished for
dispatch with an inoperative item. Authorized maintenance personnel
normally accomplish maintenance procedures (M), but other authorized
personnel may carry out some (M) tasks that are designated as
elementary. The (O) procedures are usually performed by flight crew.

2. DESCRIPTION
A. System deactivation, securing circuit breakers (CB)
CBs may be thermal (usually located on a CB panel) or electronic / virtual (accessible via the
Electrical Management System Control Display Unit (EMS CDU)). Unless specifically stated
otherwise, these CBs are treated similarly.
Thermal CBs (traditional) are located on different panels on the airplane. The CBs accessible
by the flight crew are on the bulkhead behind the pilot’s and copilot’s position, on a panel
accessible from the baggage compartment and on the APU start contactor assembly (ASCA),
located in the aft equipment bay.
Electronic / virtual CBs are controlled via two EMS CDUs, providing a central communications
hub for the electrical control of nearly all aircraft systems. The EMS CDUs provide control and
monitoring of virtual circuit breakers and monitor the status of thermal circuit breakers via the
Status (STAT) Key.
The specific CB reference (nomenclature) associated to the system to be deactivated is
specified in the Operator MEL or DDG dispatch procedure.

NOTE
Completion systems circuit breakers are not monitored by the EMS.
Their status is not displayed on the EMS CDUs.

For additional details on the electrical system refer to FCOM 2, Chapter 07−10.

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2. DESCRIPTION (CONT'D)
A. System deactivation, securing circuit breakers (CB) (Cont’d)

EMS CDU
Figure 07−19−1

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2. DESCRIPTION (CONT'D)
B. INOPERATIVE Placard:
In addition to system deactivation and securing CBs, each inoperative item must be
placarded to inform and remind the crewmembers and maintenance personnel of the
equipment condition.

NOTE
A placard may require additional information (may not be limited to
’‘INOPERATIVE’) as specified in the MEL/DDG and may be
required to be installed on the instrument panel for flight crew
visibility. Follow the procedures in the Operator’s Maintenance
Control Manual for placarding.

INOPERATIVE

3. PROCEDURE
A. Opening and locking CB via EMS CDU (from IN to LOCKED)
(a) Make sure that there is no AC electrical power energized on the aircraft.
(b) In the flight compartment, on the ELECTRICAL control panel, select the BATT MASTER
switch to EMS.
(c) On the EMS CDU, press CIRCUIT BREAKER − SYS.
(d) Press the line select key to highlight the system name.
(e) Scroll as applicable to locate the desired CB.
(f) Press the left line select key to highlight the circuit breaker name.
(g) Press the right line select key to change the state of the CB to LOCKED.
(h) Select the BATT MASTER switch to ON.
(i) When the BATT MASTER switch is selected ON, the message MAINTENANCE
ACTIONS IN PROGRESS will be displayed momentarily. Wait until the message clears.
(j) Select the BATT MASTER switch to OFF.

WARNING

Ensure the BATT MASTER switch is selected to ON before

selecting it to OFF. Otherwise, the circuit breakers will be set to “IN”
again. This will not have the desired effect and can cause injury to
persons and damage to equipment.
B. Opening and locking thermal CBs
(a) Open the CB mechanically by pulling on it

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3. PROCEDURE (CONT'D)
B. Opening and locking thermal CBs (Cont’d)
(b) Install GSE 20X−10−01 (PN: S4933959−501 or equivalent) Tag, Circuit Breaker (Red
Ring)

C. Installation of INOPERATIVE placard

NOTE
In the case of conflict between the following recommended
procedure and the operator’s placarding procedure, the operator’s
approved maintenance control manual takes precedence.

(a) Ensure the placard location does not impair or hide any other function.
(b) The placard location should be as specified in the MEL / DDG or located in relation to
the inoperative system (where possible).
(c) Apply the self−adhesive placard on a clean surface:
1. Hold the placard by the edges.
2. Remove and discard the protective cover from the rear of the placard. Do not touch
the adhesive. (May differ based on the type of placard used.)
3. Align and carefully bond the placard to the specified area of the clean surface.
4. Ensure that the edges of the placard bond correctly to the surface.

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Effectivity:
• Airplanes 9002 thru 9431 incorporating Service Bulletin:
• SB 700−31−030 Modification − Integrated Avionics Computer (IAC) Software Upgraded,
Batch 3.

1. BACKGROUND
The implementation of area navigation (RNAV) techniques has greatly improved operational
efficiency worldwide and for all phases of flight. Initially, airspace and obstacle clearance
criteria were developed based on the performance of available equipment; and specifications
for requirements were based on available capabilities. In some cases, it was necessary to
identify the individual models of equipment that could be operated within the airspace
concerned. Such prescriptive requirements resulted in delays to the introduction of new RNAV
system capabilities and higher costs for maintaining appropriate certification. To avoid such
prescriptive specifications of requirements, an alternative method for defining equipage
requirements by specifying the performance requirements has been introduced. This is termed
performance−based navigation (PBN).
A. References
a) ICAO Doc 9613 Performance−based Navigation (PBN) Manual Third Edition − 2008
b) Flight Management System (FMS) for the Bombardier Global Express/5000/XRS
Software Version NZ 6.1 Pilot’s Guide, Honeywell Pub. No. A28−1146−197−001 −
Revised Jul 2008.

2. PERFORMANCE-BASED NAVIGATION (PBN)

The PBN concept specifies that aircraft RNAV system performance requirements be defined in
terms of the accuracy, integrity, availability, continuity and functionality, which are needed for
the proposed operations in the context of a particular airspace concept. The PBN concept
represents a shift from sensor−based to performance−based navigation. Performance
requirements are identified in navigation specifications, which also identify the choice of
navigation sensors and equipment that may be used to meet the performance requirements.
PBN offers a number of advantages over the sensor−specific method of developing airspace
and obstacle clearance criteria:
a) reduces the need to maintain sensor−specific routes and procedures, and their
associated costs;
b) avoids the need for developing sensor−specific operations with each new evolution of
navigation systems, which would be cost−prohibitive;
c) allows for more efficient use of airspace (route placement, fuel efficiency and noise
abatement);
d) clarifies how RNAV systems are used; and
e) facilitates the operational approval process for operators by providing a limited set of
navigation specifications intended for global use.
A navigation specification is a set of aircraft and flight crew requirements needed to support a
navigation application within a defined airspace concept. The navigation specification defines
the performance required by the RNAV system as well as any functional requirements such as
the ability to conduct curved path procedures or to fly parallel offset routes.

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2. PERFORMANCE-BASED NAVIGATION (PBN) (CONT'D)

RNAV and RNP (Required Navigation Performance) systems are fundamentally similar. The
key difference between them is the requirement for on−board performance monitoring and
alerting. A navigation specification that includes a requirement for on−board navigation
performance monitoring and alerting is referred to as an RNP specification. One not having
such requirements is referred to as an RNAV specification. An RNAV system capable of
achieving the performance requirement of an RNP specification is referred to as an RNP
system.

NAVIGATION SPECIFICATIONS

RNP SPECIFICATIONS RNAV SPECIFICATIONS

INCLUDE A REQUIREMENT FOR ON−BOARD DO NOT INCLUDE A REQUIREMENT FOR
PERFORMANCE MONITORING AND ON−BOARD PERFORMANCE MONITORING AND
ALERTING ALERTING

DESIGNATION DESIGNATION
RNP X RNAV X

GF0801_001
Navigation Specifications Designations Excluding Those Used On Final Approach
Figure 08−01−1
Because specific performance requirements are defined for each navigation specification, an
aircraft approved for a RNP specification is not automatically approved for all RNAV
specifications. Similarly, an aircraft approved for an RNP or RNAV specification having
stringent accuracy requirements (e.g. RNP 0.3 specification) is not automatically approved for
a navigation specification having a less stringent accuracy requirement (e.g. RNP 4).

3. TRANSITION TO RNP SPECIFICATIONS

Many RNAV systems, while offering very high accuracy and possessing many of the functions
provided by RNP systems, are not able to provide assurance of their performance.
Recognizing this, and to avoid operators incurring unnecessary expense, where the airspace
requirement does not necessitate the use of an RNP system, many new as well as existing
navigation requirements will continue to specify RNAV rather than RNP systems. It is
therefore expected that RNAV and RNP operations will co−exist for many years.

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3. TRANSITION TO RNP SPECIFICATIONS (CONT'D)

However, RNP systems provide improvements on the integrity of operation thereby possibly
permitting closer route spacing, and can provide sufficient integrity to allow only the RNP
systems to be used for navigating in a specific airspace. The use of RNP systems may
therefore offer significant safety, operational and efficiency benefits. While RNAV and RNP
applications will co−exist for a number of years, it is expected that there will be a gradual
transition to RNP applications as the proportion of aircraft equipped with RNP systems
increases and the cost of transition reduces.
The Global Batch 3 aircraft was designed to meet the RNP specification and to continually
display this information to the flight crew thereby benefiting from the safety and operational
benefits associated with RNP operations. Operationally, the flight crew must be aware if they
are operating within RNP, RNAV, or non−RNAV airspace and be cognizant of the appropriate
contingency procedures.

4. ACCOMMODATING INCONSISTENT RNP DESIGNATIONS

The existing RNP 10 designation is inconsistent with PBN RNP and RNAV specifications.
RNP 10 does not include requirements for on−board performance monitoring and alerting. For
purposes of consistency with the PBN concept, RNP 10 is referred to as RNAV 10. Renaming
current RNP 10 routes, to an RNAV 10 designation would be an extensive and expensive task,
which is not cost−effective. Consequently, any existing or new operational approvals will
continue to be designated RNP 10, and any charting annotations will be depicted as RNP 10.

NAVIGATION SPECIFICATIONS

RNAV SPECIFICATIONS RNP SPECIFICATIONS

DESIGNATION DESIGNATION DESIGNATION DESIGNATION DESIGNATION

RNAV 10 (RNP 10) RNAV 5 RNP 4 RNP 2 (TBD) RNP
FOR OCEANIC AND RNAV 2 FOR OCEANIC BASIC−RNP 1 WITH ADDITIONAL
REMOTE RNAV 1 AND ADVANCED− REQUIREMENT
CONTINENTAL FOR EN−ROUTE REMOTE RNP 1 (TBD) TO BE
NAVIGATION AND CONTINENTAL RNP APCH DETERMINED
APPLICATIONS TERMINAL NAVIGATION RNP AR APCH (E.G. 3D, 4D)
NAVIGATION APPLICATIONS FOR VARIOUS
APPLICATIONS PHASES
GF0801_002

OF FLIGHT

Accommodating Existing and Future Designations

Figure 08−01−2

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4. ACCOMMODATING INCONSISTENT RNP DESIGNATIONS (CONT'D)

The organizations responsible for the early implementation of RNAV operations in continental
airspace were presented with unique and significant difficulties which resulted in a lack of
harmonization between these organizations. This resulted in a significant amount of confusion
regarding concepts, terminology and definitions associated with the various navigation
specifications.
The table below correlates the various navigation specification terminology that the Global
Batch 3 aircraft is certified to utilize.
ICAO FAA EASA TCCA
TERMINOLOGY TERMINOLOGY TERMINOLOGY TERMINOLOGY
RNAV 10 (RNP 10) RNP−10
RNAV 5 Basic RNAV Basic RNAV/RNP 5
RNAV 2 RNAV 2
RNAV 1 RNAV 1 Precision RNAV
RNP 4 RNP−4 RNP 4
RNP 2 RNP 2
Basic−RNP 1 RNP 1 Basic−RNP 1
RNP APCH RNP Approach RNP APCH
NAT MNPS NAT MNPS NAT MNPS NAT MNPS
Note: The ICAO terminology for Advanced−RNP 1 and RNP AR APCH has been excluded
since they do not apply to the Global Batch 3 aircraft.
Navigation Specifications Terminology
Table 08−01−1
The terminology defined above is contained in the following material:
A. ICAO
• All Navigation Specifications: ICAO Doc 9613 Performance−based Navigation (PBN)
Manual. Third Edition − 2008.
B. FAA
• RNP−10 − FAA Order 8400.12A Required Navigation Performance 10 (RNP−10)
Operational Approval. Feb 9, 1998.
• RNAV 5 − FAA AC 90−96A Approval of U.S. Operators and Aircraft to Operate Under
Instrument Flight Rules (IFR) in European Airspace Designated for Basic Area
Navigation (B−RNAV) and Precision Area Navigation (P−RNAV). Jan 13 2005.
• RNAV 2 and 1 − FAA AC 90−100A U.S. Terminal and En Route Area Navigation
(RNAV) Operations. March 1 2007.
• RNAV Approach − FAA AC 20−130A Airworthiness Approval of Navigation of Flight
Management Systems Integrating Multiple Navigation Sensors. June 14 1996.

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4. ACCOMMODATING INCONSISTENT RNP DESIGNATIONS (CONT'D)

B. FAA (Cont’d)
• RNP−4 − FAA Order 8400.33 Procedures for Obtaining Authorization for Required
Navigation Performance 4 (RNP−4) Oceanic and Remoter Area Operations. Sep 15
2005.
• RNP 2, RNP 1, RNP Approach, and RF Leg − FAA AC 90−105 Approval Guidance for
RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace
System. Jan 23 2009.
C. EASA
• Basic RNAV − AMC 20−4 Airworthiness Approval and Operation Criteria For the Use of
Navigation Systems in European Airspace Designated For Basic RNAV Operations.
• Precision RNAV − JAA Temporary Guidance Leaflet No. 10 Rev 1 Airworthiness and
Operational Approval for Precision RNAV Operations in Designated European
Airspace. Jun 2005.
• RNP APCH − AMC 20−27 Airworthiness Approval and Operational Criteria for RNP
APPROACH (RNP APCH) Operations Including APV BARO−VNAV Operations. May
26 2008.
D. TCCA
• Basic RNAV − CBAAC No. 0154 European Airspace Basic Area Navigation (RNAV)
Operations. Mar 30 1990.
E. NAT MNPS
• FAA AC 91−49 General Aviation Procedures for Flight in North Atlantic Minimum
Navigation Performance Specifications Airspace. Aug 23 1977.
• FAA AC 120−33 Operational Approval of Airborne Long−Range Navigation Systems for
Flight within the North Atlantic Minimum Navigation Performance Specifications
Airspace. Jun 24 1977.

5. ON-BOARD PERFORMANCE MONITORING AND ALERTING

The Global Batch 3 aircraft will continuously display the RNP Lateral Deviation Scale (four
circles and a center square mark) as well as the RNP title and digital readout beneath the ADI
sphere on the PFD with FMS as the NAV source (unless conducting an LPV approach) and it
is the flight crews responsibility to understand the display within the context of the airspace
navigation specification the aircraft is operating in.
Based upon existing airworthiness criteria, RNAV systems are only required to demonstrate
intended function and performance using explicit requirements that are broadly interpreted.
The result is that while the nominal RNAV system performance can be very good, it is
characterized by the variability of the system functionality and related flight performance. RNP
systems provide a means to minimize variability and assure reliable, repeatable and
predictable flight operations.
On−board performance monitoring and alerting allow the flight crew to detect whether or not
the RNP system satisfies the navigation performance required in the navigation specification.
On−board performance monitoring and alerting relate to both lateral and longitudinal
navigation performance. A performance navigation specification defining time of arrival or 4D
control is beyond the scope of the Global Batch 3 aircraft.

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5. ON-BOARD PERFORMANCE MONITORING AND ALERTING (CONT'D)

The three main components in the context of on−board performance monitoring and alerting
for lateral navigation are path definition error (PDE), flight technical error (FTE), and estimated
position uncertainty (EPU), as shown in Figure 08−01−3 below.

DESIRED PATH

PATH DEFINITION ERROR (PDE)

TOTAL SYSTEM ERROR (TSE)

DEFINED PATH

FLIGHT TECHNICAL ERROR (FTE)

ESTIMATED POSITION

ESTIMATED POSITION UNCERTAINTY (EPU)

GF0801_003
TRUE POSITION

Lateral Navigation Errors (95 Percent)

Figure 08−01−3
The combination of these three components results in the total system error (TSE). TSE
is the difference between the desired lateral path and the true position of the aircraft.

TSE = PDE + FTE + EPU

PDE occurs when the path defined in the RNAV system does not correspond to the desired
path, i.e. the path expected to be flown over the ground. Use of an RNAV system for
navigation presupposes that a defined path representing the intended track is loaded into the
navigation database. A consistent, repeatable path cannot be defined for a turn that allows for
a fly−by turn at a waypoint, requires a fly−over of a waypoint, or occurs when the aircraft
reaches a target altitude (course to altitude leg). In these cases, the navigation database
contains a point−to−point desired flight path, but cannot account for the RNAV system defining
a fly−by or fly−over path and performing a manoeuvre. A meaningful PDE and FTE cannot be
established without a defined path, resulting in variability in the turn. In contrast, when a radius
to fix (RF) leg transition is used, a path can be defined and therefore PDE and FTE can be
determined. Also, a deterministic, repeatable path cannot be defined for paths based on
heading and the resulting path variability is accommodated in the route design.

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5. ON-BOARD PERFORMANCE MONITORING AND ALERTING (CONT'D)

For the Global aircraft, PDE can be assumed to be zero (except as noted in the paragraph
above); therefore, the performance monitoring requirement (that is unique to the RNP
navigation specification) is reduced. It is the flight crew’s responsibility to ensure the
combination of FTE and the EPU are not greater than the required RNP navigation
specification.
FTE relates to the pilots or autopilots ability to follow the FMS defined path or track. With the
autopilot engaged, the FTE is significantly reduced and for the purpose of this discussion, can
be assumed to be a small value. However, as always, it is the flight crew’s responsibility to
monitor the FTE with the autopilot engaged. The PFD enables the flight crew to monitor both
FTE and EPU by using the RNP/EPU lateral deviation pointer. During a fly−by or fly−over
waypoint transition, the RNP/EPU lateral deviation pointer may reach full scale deflection and
therefore the MFD Map display is required to monitor the FTE.
EPU refers to the difference between the aircraft’s estimated position and actual position. The
FMS calculates the EPU, a measure which conveys the current position estimation
performance.
On−board performance monitoring and alerting is concerned with the performance of the area
navigation system.
a) “On−board” explicitly means that the performance monitoring and alerting is effected on
board the aircraft and not elsewhere, e.g. using a ground−based route adherence
monitor or ATC surveillance. The monitoring element of on−board performance
monitoring and alerting relates to FTE and EPU. Path definition error (PDE) is
constrained through database integrity and functional requirements on the defined path,
and is considered negligible.
b) “Monitoring” refers to the monitoring of the aircraft’s performance as regards its ability to
determine positioning error and/or to follow the desired path.
c) “Alerting” relates to monitoring: if the aircraft’s navigation system does not perform well
enough, this will be alerted to the flight crew.
The relationship between RNAV and RNP specifications with respect to on−board performance
monitoring and alerting is contained in Table 2 below.

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5. ON-BOARD PERFORMANCE MONITORING AND ALERTING (CONT'D)

RNAV SPECIFICATION RNP SPECIFICATIONS
RNP X SPECIFICATION RNP X SPECIFICATION
NOT REQUIRING RF OR REQUIRING RF OR FRT
FRT
EPU EPU only observed by Alerting on position accuracy and integrity.
(monitoring pilot cross−checks; no
and alerting on position error.
alerting)
FTE Managed by on−board Managed by on−board system or crew procedure.
(monitoring) system or crew
procedure.
PDE Generally negligible; the desired path is not defined Generally negligible; path
(monitoring) on fly−by, fly−over, and conditional turns. defined on RF and FRT.
NET TSE distribution not TSE distribution bounded, TSE distribution bounded;
EFFECT bounded. In addition, the but extra protection of the no extra protection of the
ON TSE wide variation in turn route needed on turns. route needed on turns if
performance results in turns defined by RF or
need for extra protection FRT.
on turns.
Effect of On−board Performance Monitoring and Alerting on TSE
Table 08−01−2

NOTE
RNP specifications which do not require RF or Fixed Radius Turn
(FRT), have much in common with RNAV specifications with regards
to PDE since the desired path is not defined.

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6. GLOBAL BATCH 3 AIRCRAFT RNP IMPLEMENTATION

Figure 08−01−4 below illustrates the RNP symbology on the PFD.

CIRCLES CENTER TRIANGLE CIRCLES

(DOTS) SQUARE MARK (DOTS)

VERTICAL LINE VERTICAL LINE

(WINGLET) (WINGLET)

HORIZONTAL
LINES

GF0801_004
RNP Symbology
Figure 08−01−4
The RNP Lateral Deviation Scale (four circles and a center square mark) as well as the white
RNP title and digital readout are displayed beneath the ADI sphere on the PFD when the NAV
source is FMS. The distance between the center square mark and the outer dots is equal to
the current scale of the RNP setting. The currently selected RNP value is displayed as a
digital readout to the right of the lateral deviation scale. The desired RNP value is set using
the FMS either by a manual entry by the flight crew, a value obtained from the navigation
database, or a default value based on the phase of flight is used.
The RNP/EPU lateral deviation pointer (triangle) represents the current aircraft lateral deviation
with respect to the center square mark. The horizontal line at the base of the lateral deviation
pointer represents the current EPU as an error bar. When the EPU increases or decreases,
the horizontal line increases or decreases in length accordingly. The vertical lines (winglets)
indicate the limits of the current EPU. The EPU limits indicated by the winglets represent the
sum of the EPU and flight technical error (FTE) which is defined by the lateral deviation. It is
the pilot’s responsibility to ensure that the FTE is maintained to a minimum and to monitor the
EPU. To remain within the RNP specification, the winglets are to remain within the outer limits
of the lateral deviation scale.

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6. GLOBAL BATCH 3 AIRCRAFT RNP IMPLEMENTATION (CONT'D)

With normal NAV source selection (FMS 1 is the NAV source on PFD 1 and FMS 2 is the NAV
source on PFD 2) the RNP/EPU lateral deviation pointer, error bars, winglets, and RNP limit
digital readout are displayed in magenta when the NAV source is FMS. The RNP limit digital
readout is displayed in cyan when the RNP limit is manually set by the flight crew. When the
EPU is small, and the FTE is smaller (relative to the RNP value) both winglets are displayed
within the lateral deviation scale, as shown in Figure 08−01−5 and Figure 08−01−6.

20
1000 20
RNP
10

GF0801_005
RNP=10.0, EPU=5.0, LAT DEV=5.0
Figure 08−01−5

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6. GLOBAL BATCH 3 AIRCRAFT RNP IMPLEMENTATION (CONT'D)

GF0801_006
RNP=1.0, EPU=1.0, LAT DEV=0
Figure 08−01−6
If the EPU is greater than or equal to the current RNP limit, the white scale and the RNP limit
digital readout changes to amber, and flashes for 5 seconds. The scale and digital readout
color remain amber until the EPU returns to a value below the RNP limit. The color of the
scale then returns to white. The color of the digital readout will also return to magenta (or cyan
when the RNP limit is manually set) when the EPU returns to a value within the RNP limit. The
exceeded RNP limit symbology and color changes (amber flashing) only occur when LNAV is
the active lateral navigation mode.
The display of the RNP symbology (RNP limit scale, RNP/EPU lateral deviation pointer, EPU
scale, and digital readout) is determined by the selected NAV source. When FMS is the NAV
source, the RNP symbology is displayed. For RNP operations, it is recommended that the
Pilot Flying couples to his/her NAV source. This will ensure that all navigation information (e.g.
cross track deviation, EPU) will be presented to the PF produced by the NAV source on their
PFD/MFD.
The RNP value displayed on the PFD and the FMS CDU is either derived from the manual
entry value, the navigation database value or the default value based on phase of flight. Batch
3 contains four new FMS scratchpad messages that will convey to the flight crew degradation
of their RNP capability. The four alerting FMS scratchpad messages explained below will
appear on both FMS CDUs of the active pair when operating in DUAL mode.
UNABLE RNP: Indicates that the EPU has exceeded the current RNP limit, and has done so
continuously for a set amount of time.
UNABLE RNP NEXT WP: Indicates that the EPU will exceed the RNP limit when the next
waypoint is sequenced.

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PILOT RNP CANCEL NEXT WP: Indicates that the manual RNP value entered by the flight
crew will be cancelled when the next waypoint is sequenced. The manual RNP value will be
cancelled if it is higher than the next system RNP value (either database or default).
PILOT RNP CANCELLED: Indicates that the manual RNP value entered by the flight crew has
been automatically removed and replaced by the lower system RNP value (either database or
default).
For further information on these RNP messages, consult the FMS Pilot’s Guide RNP
Messages section.

7. RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM)

The GNSSU sensor will track multiple satellites in order to determine the aircraft’s location. A
minimum of four tracked satellites is necessary to establish an accurate three−dimensional
position. When the GNSSU sensor is not using integrity information from WAAS, the RAIM
function provides the GPS signal integrity monitoring. A minimum of five tracked satellites is
necessary for the RAIM function to occur. RAIM is necessary since delays of up to two hours
can occur before an erroneous satellite transmission can be detected and corrected by the
satellite control segment. RAIM is also referred to as fault detection. Another capability, fault
detection and exclusion (FDE) refers to the ability of the GNSSU sensor to exclude a failed
satellite from the position solution. FDE is provided by both the WAAS enabled and the
non−WAAS enabled GNSSU sensor in the Global Batch 3 aircraft. A minimum of six tracked
satellites is necessary for the FDE function to occur.
Since RNP operations will normally occur with the GNSSU sensor (unless operating under a
degraded contingency mode) RAIM functionality is required. The Global Batch 3 aircraft not
only continuously monitors RAIM but in addition is capable of a predictive RAIM function. Also,
FDE is an inherent capability of all GNSSU sensors in the Global Batch 3 aircraft.
RAIM being above the limit, predicted to be above the limit, and the loss of RAIM (unable to
generate) are presented to the flight crew with the following FMS CDU scratchpad messages.
GPS RAIM ABOVE LIMIT: The RAIM value is above the limit for the current phase of flight.
RAIM WILL EXCEED LIMIT: RAIM at the time requested, exceeds the limit for the phase of
flight.
GPS RAIM UNAVAILABLE: RAIM is not being generated by the GPS sensor. The GPS
sensor is unable to do fault detection and therefore unable to do FDE.

8. OPERATING PROCEDURES IN RNAV SPECIFICATION AIRSPACE

The standard operating procedures and contingency operations while operating in RNAV
specification airspace have not changed with the introduction of the Global Batch 3 aircraft.
However, now the flight crew is presented with additional information on the PFD and FMS
CDU when FMS is the selected NAV source, which increases the crew’s navigational
situational awarness with respect to navigation accuracy and the current estimated position
uncertainty of the FMS. The continual display of EPU on the PFD would enable the flight crew
to pro−actively detect a degraded navigation solution (increasing size of the EPU error bar)
thereby allowing the flight crew to formulate the appropriate RNAV contingency operations plan
in a timely and effective manner.

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It is incumbent on the flight crew to know if they and their aircraft are qualified for all operations
including PBN operations in a specific airspace, on a procedure, or along an air traffic service
route. While operating in RNP airspace, it is the flight crew’s responsibility to ensure the
proper RNP value is displayed appropriate to their phase of flight.
It has been assumed that, where all aircraft operating in airspace may be required to be
approved at the same level of performance, these aircraft will systematically provide entirely or
exactly repeatable and predictable track−keeping performance. This is not an accurate
assumption because the different algorithms used in different FMS and the different ways of
coding data used in the navigation database can affect the way an aircraft performs during
turns. Aircraft speed, altitude, wind, and waypoint transition geometry will all serve to vary the
ground path flown during a fly−by waypoint transition. Two exceptions are where a radius to
fix (RF) leg or an arc to fix (AF) leg (arc turn) are used. The Global Batch 3 aircraft supports
both of these features. Experience gained in States that have already implemented RNAV and
RNP shows that such mistaken assumptions can be corrected by adequate training in
performance−based navigation.
Contingency operating procedures due to equipment failure and/or weather conditions must
also be trained and conducted to complement the use of the appropriate navigation
specification. These procedures could include, for example, that the flight crew notify ATC of
contingencies that could affect the aircraft’s ability to maintain navigation accuracy. These
procedures would also require the flight crew to state their intentions, coordinate a plan of
action and obtain a revised ATC clearance.
Pilots intending to conduct RNP operations must file the appropriate flight plan suffixes. This
indicates that the pilot has reviewed the planned route of flight and has determined the RNP
requirements and the aircraft and operator approval are appropriate for the planned RNP
routes.
RNP operations with degraded systems are addressed in the MMEL. In summary, an FMS (or
two in a triple FMS aircraft) and nav sensors may be inoperative provided the operating
procedures do not require their use.
The use of barometric VNAV temperature compensation is as per the AFM and is outlined in
the Transport Canada Aeronautical Information Publication (AIP).
A. RNP−10: FAA
The FMS installation with the IRS has been demonstrated to meet the criteria of FAA Order
8400.12A “Required Navigation Performance 10 (RNP−10) Operational Approval” as a
primary means of navigation for flight up to 6.2 hours in duration without updating. The
determination of flight duration starts when the system is placed in the navigation mode.
The FMS with the GPS with RAIM has been demonstrated to meet the criteria of FAA
Order 8400.12A “Required Navigation Performance 10 (RNP−10) Operational Approval”.
When two GPSs (supplemental) are installed in addition to two IRSs (primary), the FMS
maybe used as a means of navigation for flights without time limitations.

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A. RNP−10: FAA (Cont’d)
Demonstration of performance in accordance with provisions of FAA Order 8400.12A does
not constitute approval to conduct RNP operations. When all the airworthiness and
operational requirements of application are met, the FAA will issue the appropriate
operations specifications or LOA for approval to operate in RNP−10 airspace, for a specific
time period.
(1) PRE-FLIGHT PLANNING
The flight crew must:
a) account for the RNP−10 time limit;
b) review maintenance logs and forms to ascertain the condition of the equipment
required for flight in RNP−10 airspace or on an RNP−10 route (dual GPS);
c) ensure that maintenance action has been taken to correct defects in the required
equipment;
d) ensure the FDE prediction program has been processed and that the maximum
unavailability of FDE capability does not exceed 34 minutes;
e) during the external inspection of the aircraft, particular attention should be paid to
the condition of navigation antenna and the condition of the fuselage skin in the
vicinity of each of these antenna;
f) at dispatch or during flight planning, the operator must ensure that adequate
navaids are available en route to enable the aircraft to navigate to RNP−10,
including the availability of FDE; and
g) review the contingency procedures for operations in RNP−10 airspace or on
RNP−10 routes. These are no different than normal oceanic contingency
procedures with one exception: crews must be able to recognize, and ATC must
be advised, when the aircraft is no longer able to navigate to its RNP−10
navigational capability.
(2) EN ROUTE (WHILE AIRBORNE)
Demonstrated navigation accuracy provides a primary parameter for determining
lateral route spacing and separation minima necessary for traffic operating on a given
route. Accordingly, lateral and longitudinal navigation errors are monitored (i.e.
through monitoring programmes which use oceanic navigation error reports, oceanic
altitude deviation reports or navigation error reports) and then investigated to prevent
their recurrence. Radar observations of each aircrafts proximity to track and altitude,
before coming into coverage of short−range navaids at the end of the oceanic route
segment, are typically noted by ATS facilities.
If an observation indicates an aircraft is not within the established limit, the reason for
the apparent deviation from track or altitude may need to be determined and steps
taken to prevent a recurrence. Additionally, it is a condition of the approval that
pilots/operators notify the relevant regulatory authority of any of the following:
a) lateral navigational errors of 15 nm or more;
b) longitudinal navigational errors of 10 nm or more;

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A. RNP−10: FAA (Cont’d)
c) longitudinal navigational errors of three minutes or more variation between the
aircraft’s estimated time of arrival at a reporting point and its actual time of arrival;
and
d) navigation system failures.
Dual GPS must be operational at the entry point of the RNP airspace. If an item of
equipment required for RNP−10 operations is unserviceable, then the pilot should
consider an alternate route or diversion for repairs.
Before entering oceanic airspace, the aircraft’s position should be checked as
accurately as possible by using external navigation aids (navaids). If the system is
updated, the proper procedures should be followed with the aid of a prepared
checklist.
In flight operating procedures must include mandatory cross−checking procedures to
identify navigation errors in sufficient time to prevent inadvertent deviation from
ATC−cleared routes.
Crews must advise ATC of any deterioration or failure of the navigation equipment that
cause navigation performance to fall below the required level, and/or any deviations
required for a contingency procedure.
When manually flying the aircraft, pilots shall use the HSI, the RNP/EPU lateral
deviation pointer, and/or the flight director with LNAV as the active lateral mode to
remain within the required airspace. The use of the autopilot will minimize the FTE
while operating on RNP−10 routes. An RNP value of 10 shall be entered on the SET
RNP page of the FMS. All pilots are expected to maintain route centrelines during all
RNP operations unless authorized to deviate by ATC or under emergency conditions.
For normal operations, the FTE should be limited to 5 nm. Brief deviations from this
standard (e.g. overshoots or undershoots) during and immediately after route turns, up
to a maximum of 10 nm, are allowable.
B. RNP 4
The Global Batch 3 aircraft is equipped with an RNAV system meeting RNP 4
requirements in accordance with the ICAO doc 9613 Performance−based Navigation
(PBN) Manual, Third Edition 2008 and the FAA Order 8400.33 Procedures for Obtaining
Authorization for Required Navigation Performance 4 (RNP−4) Oceanic and Remoter Area
Operations, Sep 15 2005.
(1) PRE-FLIGHT PLANNING
Pilots intending to conduct RNP operations must file the appropriate flight plan
suffixes. This indicates that the pilot has reviewed the planned route of flight and has
determined the RNP requirements and the aircraft and operator approval are
appropriate for the planned RNP routes. Additional information should be displayed in
the remarks section indicating the accuracy capability, such as RNP 4 versus RNP 10.
It is important to understand that additional requirements will have to be met for
operational authorization in RNP 4 airspace or on RNP 4 routes. Controller−pilot data
link communications (CPDLC) and automatic dependent surveillance−contract
(ADS−C) systems will also be required when the separation standard is 30 NM lateral
and/or longitudinal. The on−board navigation data must be current and include
appropriate procedures.

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B. RNP 4 (Cont’d)
The flight crew must:
a) review maintenance logs and forms to ascertain the condition of the equipment
required for flight in RNP 4 airspace or on routes requiring RNP 4 navigation
capability (dual GPS);
b) ensure that maintenance action has been taken to correct defects in the required
equipment;
c) At dispatch or during flight planning, the operator must ensure that adequate
navigation capability is available en route to enable the aircraft to navigate to RNP
4 and an approved dispatch fault detection and exclusion (FDE) availability
prediction program must be used; and
d) review the contingency procedures for operations in RNP 4 airspace or on routes
requiring an RNP 4 navigation capability. These are no different than normal
oceanic contingency procedures with one exception: crews must be able to
recognize, and ATC must be advised, when the aircraft is no longer able to
navigate to its RNP 4 navigational capability.
(2) EN ROUTE (WHILE AIRBORNE)
The minimum equipment required to initiate RNP 4 operations is two FMS which are
receiving information from at least one GNSSU sensor and one IRS, and the FMS is
operating in GPS navigation mode. If an item of equipment required for RNP 4
operations is unserviceable, then the pilot should consider an alternate route or
diversion for repairs.
In flight operating procedures must include mandatory cross−checking procedures to
identify navigation errors in sufficient time to prevent inadvertent deviation from
ATC−cleared routes.
Crews must advise ATC of any deterioration or failure of the navigation equipment that
cause navigation performance to fall below the required level, and/or any deviations
required for a contingency procedure.
When manually flying the aircraft, pilots shall use the HSI, the RNP/EPU lateral
deviation pointer, and/or the flight director with LNAV as the active lateral mode to
remain within the required airspace. The use of the autopilot will minimize the FTE
while operating on RNP 4 routes. An RNP value of 4 shall be entered on the SET
RNP page of the FMS. All pilots are expected to maintain route centrelines during all
RNP operations unless authorized to deviate by ATC or under emergency conditions.
For normal operations, the FTE should be limited to 2 nm. Brief deviations from this
standard (e.g. overshoots or undershoots) during and immediately after route turns, up
to a maximum of 4 nm, are allowable.

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B. RNP 4 (Cont’d)
During fly−by or fly−over waypoint transitions, the CDI will transition and rotate to the
subsequent desired track and this could result in full scale deflection of the lateral
deviation pointer during the turn. With autopilot engaged, the FTE error from the
desired track during the transition turn will be minimized as indicated on the MAP
display. During manual flight, the pilot is to accurately follow the flight director during
the transition turn, verify that the aircraft symbol on the MAP display remains centered
over the desired track and ensure that the digital cross−track distance to the new
desired track is decreasing. Minimizing the range scale on the MFD will more readily
expose any deviation between the aircraft symbol and the displayed transition flight
path that may result if the pilot flying is not flying the flight director accurately.
In the event that the EPU does exceed 4 nm, the white RNP scale and the RNP limit
digital readout on the PFD will change to amber and flash for 5 seconds. An alerting
FMS CDU scratchpad message “UNABLE RNP” will also appear. The flight crew will
inform ATC of their inability to maintain navigation accuracy, state their intentions,
coordinate a plan of action and obtain a revised ATC clearance.
C. RNP 2
The Global Batch 3 aircraft is equipped with an RNAV system meeting RNP 2
requirements in accordance with ICAO Doc 9613 Performance−based Navigation (PBN)
Manual, Fourth Edition, Volume II, Part C, Chapter 2 (implementing RNP 2).
(1) PRE-FLIGHT PLANNING
Pilots intending to conduct RNP operations must file the appropriate flight plan
suffixes. This indicates that the pilot has reviewed the planned route of flight and has
determined the RNP requirements and the aircraft and operator approval are
appropriate for the planned RNP routes. The on−board navigation data must be
current and include appropriate procedures for the duration of the flight. If the NAV
database cycle is due to change during the flight, operators and pilots should establish
procedures to ensure the accuracy of the navigation data, including the suitability of
navigation facilities defining the routes and procedures for the flight.
The flight crew must:
a) review maintenance logs and forms to ascertain the condition of the equipment
required for flight in RNP 2 airspace or on routes requiring RNP 2 navigation
capability (dual GPS for oceanic operations and remote; one GPS for continental
operations);
b) ensure that maintenance action has been taken to correct defects in the required
equipment;
c) confirm the availability of the NAVAID infrastructure, required for the intended
routes, including those for non−GNSS contingency, for the period of intended
operations using all available information. GNSS integrity (RAIM) should
determine the availability of these services and functions as appropriate. In the
event of a predicted, continuous loss of appropriate level of fault detection of
more than five (5) minutes for any part of the RNP 2 operation, the flight plan
should be revised (delay or different route);
d) be prepared to assess their capability to navigate (potentially to an alternate
destination) in case of failure of GNSS navigation;

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C. RNP 2 (Cont’d)
e) not request or file for RNP 2 routes unless all criteria in the relevant State
documents are satisfied.
(2) EN ROUTE (WHILE AIRBORNE)
The minimum equipment required to initiate RNP 2 operations is:
• for oceanic and remote airspace, two FMS receiving information from at least two
GNSSU and operating in GPS navigation mode;
• for continental, one FMS receiving information from at least one GNSSU and
operating in GPS navigation mode.
If an item of equipment required for RNP2 operations is unserviceable, then the pilot
should consider an alternate route or diversion for repairs
At system initialization, the flight crew must confirm the navigation database is current
and verify proper aircraft position.
A published RNP 2 route must be retrieved by name from the navigation database.
The route may be modified through the insertion or deletion of specific waypoints in
response to ATC requests and clearances. Manual entries or creation of new
waypoints by lat/long or place/bearing/offset for fixed, published routes is not allowed.
A route database waypoint may not be changed from a fly−by to a fly−over or vice
versa. For flexible route structures, entry of latitude and longitude is permitted provided
procedures are used to avoid data entry errors.
Cross−checking the lateral navigation guidance with conventional NAVAIDS is not
required, as the absence of an integrity alert is sufficient to meet the integrity
requirements.
For RNP 2 routes, the flight crew must use the RNP/EPU lateral deviation pointer,
flight director or autopilot in lateral navigation mode. An RNP value of 2 shall be
verified on the Primary Flight Display. All pilots are expected to maintain route
centerlines during all RNP operations unless authorized to deviate by ATC or under
emergency conditions. For normal operations, the FTE should be limited to 1 nm. Brief
deviations from this standard (e.g. overshoots or undershoots) during and immediately
after route turns, up to a maximum of 2 nm, are allowable.
If ATC issues a heading assignment that takes an aircraft off a route, the pilot should
not modify the flight plan in the RNP system until they receive a clearance to rejoin the
route or the controller confirms a new route clearance. When the aircraft is not on an
RNP 2 route, the RNP 2 performance requirements do not apply.
(3) CONTINGENCY PROCEDURES
The pilot must notify ATC of any loss of the RNP 2 capability. If unable to comply with
the requirements of an RNP 2 route for any reason, pilots must advise ATC as soon as
possible. The loss of RNP 2 capability includes any failure or event causing the aircraft
to no longer satisfy the RNP 2 requirements.

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D. Basic RNP 1
The Global Batch 3 aircraft is equipped with an RNAV system meeting Basic−RNP 1
requirements in accordance with the ICAO Doc 9613 Performance−based Navigation
(PBN) Manual, Third Edition 2008 and the FAA AC 90−105 Approval Guidance for RNP
Operations and Barometric Vertical Navigation in the U.S. National Airspace System, Jan
23 2009 and AMC 20−27.
(1) PRE-FLIGHT PLANNING
The availability of the navaid infrastructure, required for the intended routes, including
any non−RNAV contingencies, must be confirmed for the period of intended
operations using all available information. Since GNSSU integrity (RAIM) is required,
the availability of GPS RAIM shall also be determined. In the event of a predicted,
continuous loss of appropriate level of fault detection of more than five minutes for any
part of the Basic−RNP 1 operation, the flight planning should be revised (e.g. delaying
the departure or planning a different departure procedure).
The flight crew must:
a) verify proper entry of their ATC assigned route upon initial clearance and any
subsequent change of route. Pilots must ensure that the waypoint sequence
depicted by their navigation system matches the route depicted on the
appropriate chart(s) and their assigned route;
b) fly a Basic−RNP 1 SID or STAR only if it is retrievable by procedure name from
the navigation database and conforms to the charted procedure. The procedure
may subsequently be modified through the insertion or deletion of specific
waypoints in response to ATC clearances. The manual entry, or creation of new
waypoints, by manual entry of latitude and longitude or rho/theta values is not
permitted. Additionally, pilots must not change any SID or STAR database
waypoint type from a fly−by to a fly−over or vice versa;
c) cross−check the cleared flight plan by comparing charts or other applicable
resources with the navigation system textual display and the aircraft map display.
If required, the exclusion of specific navigation aids should be confirmed;
d) prior to commencing take−off, verify the FMS is operating correctly, and the
correct runway and departure procedure (including any applicable en−route
transition) are entered and properly depicted. Pilots who are assigned a
Basic−RNP 1 departure procedure and subsequently receive a change of runway,
procedure or transition must verify the appropriate changes are entered and
available for navigation prior to take−off. A final check of proper runway entry and
correct route depiction, shortly before take−off, is recommended; and
e) acquire the GPS signal before the take−off roll commences.
(2) EN ROUTE (WHILE AIRBORNE)
The minimum equipment required to initiate Basic−RNP 1 operations is two FMS
which are receiving information from at least one GNSSU sensor, and the FMS is
operating in GPS navigation mode.
If the Basic−RNP 1 SID extends beyond 30 NM from the ARP, confirm the RNP lateral
deviation indicator remains at 1 nm between 30 NM from the ARP and the termination
of the Basic−RNP 1 SID.

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D. Basic RNP 1 (Cont’d)
When manually flying the aircraft, pilots shall use the HSI, the RNP/EPU lateral
deviation pointer, and/or the flight director with LNAV as the active lateral mode to
remain within the required airspace. The use of the autopilot will minimize the FTE
while operating on Basic−RNP 1 routes. Pilots must confirm that an RNP value of 1 is
displayed on the PFD. All pilots are expected to maintain route centrelines during all
RNP operations unless authorized to deviate by ATC or under emergency conditions.
For normal operations, the FTE should be limited to 0.5 nm. Brief deviations from this
standard (e.g. overshoots or undershoots) during and immediately after route turns, up
to a maximum of 1 nm, are allowable.
During fly−by or fly−over waypoint transitions, the CDI will transition and rotate to the
subsequent desired track and this could result in full scale deflection of the lateral
deviation pointer during the turn. With autopilot engaged, the FTE error from the
desired track during the transition turn will be minimized as indicated on the MAP
display. During manual flight, the pilot is to accurately follow the flight director during
the transition turn, verify that the aircraft symbol on the MAP display remains centered
over the desired track and ensure that the digital cross−track distance to the new
desired track is decreasing. Minimizing the range scale on the MFD will more readily
expose any deviation between the aircraft symbol and the displayed transition flight
path that may result if the pilot flying is not flying the flight director accurately.
In the event that the EPU does exceed 1 nm, the white RNP scale and the RNP limit
digital readout on the PFD will change to amber and flash for 5 seconds. An alerting
FMS CDU scratchpad message “UNABLE RNP” will also appear. The flight crew will
inform ATC of their inability to maintain navigation accuracy, state their intentions,
coordinate a plan of action and obtain a revised ATC clearance.
If ATC issues a heading assignment that takes an aircraft off of a route, the pilot
should not modify the flight plan in the FMS until a clearance is received to rejoin the
route or the controller confirms a new route clearance. When the aircraft is not on the
published Basic−RNP 1 route, the specified accuracy requirement does not apply.
Prior to the arrival phase, the flight crew should verify that the correct runway,
approach, transition and STAR have been loaded. The active flight plan should be
checked by comparing the charts with the map display and the FMS CDU. This
includes confirmation of the waypoint sequence, reasonableness of track angles and
distances, any altitude or speed constraints, and, where possible, which waypoints are
fly−by and which are flyover. The creation of new waypoints by manual entry into the
FMS by the flight crew would invalidate the route and is not permitted.
The pilot must notify ATC of any loss of the RNP capability, together with the proposed
course of action. If unable to comply with the requirements of a Basic−RNP 1 SID or
STAR for any reason, pilots must advise ATC as soon as possible. The loss of RNP
capability includes any failure or event causing the aircraft to no longer satisfy the
Basic−RNP 1 requirements of the route.

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E. RNP APCH
The Global Batch 3 aircraft is equipped with an RNAV system meeting RNP APCH
requirements to a minimum RNP value of 0.3 nm in accordance with the ICAO Doc 9613
Performance−based Navigation (PBN) Manual, Third Edition 2008 and the FAA AC
90−105 Approval Guidance for RNP Operations and Barometric Vertical Navigation in the
U.S. National Airspace System, Jan 23 2009 and AMC 20−27.
The Global Batch 3 aircraft is equipped with an RNAV system meeting the RF legs
requirements in accordance with the FAA AC 90−105 Approval Guidance for RNP
Operations and Barometric Vertical Navigation in the U.S. National Airspace System, Jan
23 2009.
(1) PRE FLIGHT PLANNING
GNSSU is the primary navigation system to support RNP APCH procedures. The
missed approach segment may be based upon the conventional navaid (e.g. VOR,
DME, NDB).
The availability of the navaid infrastructure, required for the intended routes, including
any non−RNAV contingencies, must be confirmed for the period of intended
operations using all available information. Since GNSSU integrity (RAIM) is required,
the availability of GPS RAIM shall also be determined. In the event of a predicted,
continuous loss of RAIM of more than five minutes for any part of the RNP APCH
operation, the flight planning should be revised (e.g. delaying the departure or planning
a different departure procedure). The flight crew should perform a new RAIM
availability check if ETA is more than 15 min different from the ETA used during the
preflight planning. The Global Batch 3 system continuously performs the RAIM
function check. APP posted at 2 nm prior to the FAF ensures that the required
sensors are available for the approach.
The flight crew must:
a) ensure that approaches which may be used for the intended flight (including
alternate aerodromes) are selected from a valid navigation database (current
AIRAC cycle), have been verified by the appropriate process (navigation
database integrity process) and are not prohibited by a company instruction or
NOTAM;
b) ensure sufficient means are available to navigate and land at the destination or at
an alternate aerodrome in the case of loss of RNP APCH airborne capability; and
c) for missed approach procedures based on conventional means (VOR, NDB),
ensure that the appropriate airborne equipment required for this procedure is
installed in the aircraft and is operational and that the associated ground−based
navaids are operational.

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9. OPERATING PROCEDURES IN RNP SPECIFICATION AIRSPACE (CONT'D)

E. RNP APCH (Cont’d)
(2) PRIOR TO COMMENCING THE PROCEDURE
The flight director or autopilot must be used while conducting an RNP approach.
When manually flying the aircraft, pilots shall use the HSI, the RNP/EPU lateral
deviation pointer, and the flight director with LNAV as the active lateral mode to remain
within the required airspace. The use of the autopilot will minimize the FTE while
conducting an RNP APCH. Pilots must confirm that a maximum RNP value of 1 is
displayed on the PFD for the initial and intermediate segments of the approach and
that a maximum RNP value of 0.3 is displayed on the PFD during the final approach
segment. All pilots are expected to maintain route centrelines during all RNP
operations unless authorized to deviate by ATC or under emergency conditions. For
normal operations, the FTE should be limited to 0.5 nm for the initial and intermediate
segments of the approach and to 0.15 nm during the final approach segment, and 0.5
nm for the missed approach. Brief deviations from this standard (e.g. overshoots or
undershoots) during and immediately after route turns, up to a maximum of 1 nm, are
allowable during the initial and intermediate segments of the approach.
The flight crew must verify the correct procedure was loaded by comparison with the
approach charts. This check must include the waypoint sequence and
reasonableness of the tracks and distances of the approach legs, and the accuracy of
the inbound course and length of the final approach segment. The crew must also
check which waypoints are fly−by and which are flyover.
a) Changes to RNP default values on the “RNP SETTINGS” page are prohibited
while conducting RNP operations.
b) The use of DME/DME, VOR/DME or DR navigation modes is prohibited while
conducting RNP operations.
c) Manual RNP entries on the “RNP SETTINGS” page are prohibited while
conducting RNP arrivals.
The minimum equipment required to initiate RNP APCH and RF Legs operations is
two FMS which are receiving information from at least one GNSSU sensor, and the
FMS is operating in GPS navigation mode.
(3) DURING THE PROCEDURE
ATC tactical interventions in the terminal area may include radar headings, direct to
clearances which bypass the initial legs of an approach, interception of an initial or
intermediate segment of an approach, or the insertion of waypoints loaded from the
database. In complying with ATC instructions, the flight crew should be aware of the
implications for the RNP system:
a) the manual entry of coordinates into the RNAV system by the flight crew for
operation within the terminal area is not permitted; and
b) “direct to” clearances may be accepted to the intermediate fix (IF) provided that
the resulting track change at the IF does not exceed 45 degrees. “Direct to”
clearance to FAF is not acceptable.
The lateral definition of the flight path between the FAF and the missed approach point
(MAP) must not be revised by the flight crew under any circumstances.

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AIRCRAFT

9. OPERATING PROCEDURES IN RNP SPECIFICATION AIRSPACE (CONT'D)

E. RNP APCH (Cont’d)
When Barometric VNAV is used for vertical path guidance during the final approach
segment, deviations above and below the Barometric VNAV path must not exceed
+100 ft/−50 ft, respectively. The Global Batch 3 vertical scale (and altitude comparison
monitor threshold) is changed to ±150 ft when APP is annunciated.
The pilot must notify ATC of any loss of the RNP APCH capability, together with the
proposed course of action. The loss of RNP APCH capability includes any failure or
event causing the aircraft to no longer satisfy the RNP APCH requirements of the
procedure. The operator should develop contingency procedures in order to react
safely following the loss of the RNP APCH capability during the approach. The
operator should also address actions to take if an altimeter comparator warning occurs
while conducting an RNP approach.
In the event that the EPU does exceed the RNP value during the approach, the white
RNP scale and the RNP limit digital readout on the PFD will change to amber and
flash for 5 seconds. An alerting FMS CDU scratchpad message UNABLE RNP will
also appear. The flight crew will inform ATC of their inability to maintain navigation
accuracy, state their intentions, coordinate a plan of action and obtain a revised ATC
clearance.
Pilots must execute a missed approach if:
a) the lateral or vertical deviations exceed the criteria above and/or the altitude
miscompare warning is displayed, unless the pilot has in sight the visual
references required to continue the approach;
1) The exception to the lateral deviation is during fly−by or fly−over waypoint
transitions. During these transitions, the CDI will rotate to the subsequent
desired track and this could result in full scale deflection of the lateral
deviation pointer during the turn. With autopilot engaged, the FTE error from
the desired track during the transition turn will be minimized as indicated on
the MAP display. During manual flight, the pilot is to accurately follow the
flight director during the transition turn, verify that the aircraft symbol on the
MAP display remains centered over the desired track and ensure that the
digital cross−track distance to the new desired track is decreasing.
Minimizing the range scale on the MFD will more readily expose any deviation
between the aircraft symbol and the displayed transition flight path that may
result if the pilot flying is not flying the flight director accurately.
b) DGR is displayed on the PFD; and
c) failure of the flight director.
During the missed approach, it is imperative, particularly if on an RF leg, that the
aircraft remains on the approach desired track during the missed approach.
When the TO/GA is pressed, LNAV will remain as the active lateral AFCS mode. The
vertical mode and the autothrottle mode will transition to GA.

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OPERATIONAL PROCEDURES

1. OPERATIONAL LANDING DISTANCE

The Global Express QRH allows for the calculation of Operational Landing Distances (OLD) for
normal landing configurations. The OLD are calculated based on guidelines of FAA AC 25−32
Landing Performance Data for Time of Arrival Landing Performance Assessments and provide a
better assessment of landing distances required than Actual Landing Distances (ALD).
The QRH Factored Operational Landing Distance (FOLD) tables account for:
• Actual OAT (covers ISA and non−ISA conditions)
• Runway slope
• Altitude
• Winds
• VREF increment
• Use of thrust reversers
• Autobrake settings (Low−Medium−High)
• Runway condition (dry / wet / contaminated)
• MMEL Items
A minimum 15% operational distance factor is included in the FOLD data.
Data includes weights that are greater than the MLW of 78,600 lb (35,652 kg).
FOLD data is not provided for operation with thrust reversers inoperative, autobrake, or MMEL
combined. For example when an MMEL item must be factored only one factor can be applied,
the Autobrake would be removed from the calculation (max manual braking assumed) and the
MMEL factor (from the OLD table notes) applied.
If a failure occurs in−flight QRH ALD tables with non−normal corrections should be used.

NOTE
The FOLD calculation using the QRH FOLD tables may be different
than the FMS LFL with FOLD factor applied (PERF−03−20) due to
conservative QRH corrections. The lesser distance may be used.

In−flight, if crews are using OLD data vice ALD/LFL, data is presented in the QRH Volume 1
Perf−03, Performance Operational Landing Distance.
To calculate OLD at time of arrival, use the runway Condition Code broadcast in the ATIS i.e.
“RWYCC 3 RCR covered with compacted snow...0°. When the runway condition code is not
available the condition code can be determined using the QRH table:Runway Surface
Condition − Pilot−Reported Braking Action − Wheel Braking Correlation Matrix.
Use the autobrake selected during the OLD calculation to meet the derived OLD stopping
distance or if manual braking is selected, maximum manual braking is required to meet the
calculated OLD stopping distance.

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1. OPERATIONAL LANDING DISTANCE (CONT'D)

In all cases recommend verifng the required braking action for the associated code within the
EQUIVALENT PILOT BRAKING ACTION column.

NOTE
If a lower braking action is encountered after touchdown, pilots must
issue an AIREP with the actual braking action as soon as safely
possible.

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OPERATIONAL PROCEDURES

1. OPERATIONAL LANDING DISTANCE (CONT'D)

Runway Surface Condition − Pilot−Reported Braking Action − Wheel Braking Correlation
Matrix

NOTE
Selection of the QRH runway code must be based on the runway
surface condition description. The equivalent pilot−reporting braking
action must only be considered if it downgrades the runway condition
(i.e. reduces the QRH runway code).

RUNWAY RUNWAY SURFACE CONDITION DESCRIPTION PILOT- REPORTED

CONDITION CODE BRAKING ACTION
6 Dry −
5 • Frost
• Wet (includes damp and 1/8 in (3 mm) depth or less of
water)
• 1/8 in (3 mm) depth or less of: Good
− Slush
− Dry snow
− Wet snow
4 −15°C and colder outside air temperature:
Good to Medium [1]
• Compacted snow
3 • Wet (“Slippery When Wet” runway)
• Dry snow or wet snow (any depth) over compacted snow
• Greater than 1/8 in (3 mm) depth, of:
− Dry snow Medium [1]
− Wet snow
• Warmer than −15°C outside air temperature:
− Compacted snow
2 Greater than 1/8 in (3 mm) depth of:
• Water Medium [1] to poor
• Slush
1 Ice Poor
0 • Wet ice
• Water on top of compacted snow Nil
• Dry snow or wet snow over ice

[1] The braking action term “FAIR” is in the process of being changed to “MEDIUM” throughout the
FAA. Until an official change is published, the term “FAIR” may be used.

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1. OPERATIONAL LANDING DISTANCE (CONT'D)

FMS Factors for OLD Calculations

As an alternative method of determining the Factored Operational Landing Distance (FOLD), the
FMS factors presented in the table below can be used to conservatively increase the FMS DRY
ALD to the required FOLD. The factors include a 15% operational distance factor.
The FOLD factors from the table must be entered in the FMS to determine the operational
landing distance. FMS is capable of calculating LFL using Factored values up 3.0, any value
above 3.0 the FOLD must be calculated using the QRH FOLD tables Perf 03−12 to PERF 03−18.

Volume 1 Flight Crew Operating Manual REV 108, May 19, 2021
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OPERATIONAL PROCEDURES

1. OPERATIONAL LANDING DISTANCE (CONT'D)

SLAT OUT / FLAP 30 2 THRUST REVERSERS

BD185/083

FACTORS TO CONVERT FMS DRY ALD TO FOLD

ISA + 15°C AND BELOW ISA + 35°C
AUTOBRAKE RCC
VREF VREF + 10 KTS VREF VREF + 10 KTS

6 1.55 1.75 1.65 1.87

5 2.15 2.45 2.32 2.65
OFF
(MAX 4 2.26 2.51 2.41 2.68
MANUAL 3 2.50 2.77 2.67 2.96
BRAKING)
2 3.17 3.52 3.43 3.83
1 3.47 3.78 3.70 4.06
6 1.88 2.11 1.99 2.24
5 2.16 2.46 2.33 2.66
4 2.44 2.70 2.59 2.88
HIGH
3 2.67 2.95 2.84 3.15
2 3.30 3.67 3.56 3.98
1 3.61 3.94 3.85 4.23
6 2.37 2.68 2.52 2.86
5 2.38 2.69 2.54 2.88
4 2.57 2.89 2.73 3.08
MED
3 2.70 3.03 2.88 3.23
2 3.30 3.67 3.56 3.98
1 3.61 3.94 3.85 4.23

As an alternative method of determining the Factored Operational Landing Distance (FOLD),

the FMS factors presented in the table above can be used to conservatively increase
the FMS DRY ALD to the required FOLD.
The factors include a 15% operational distance factor.

1) Enter all applicable landing configuration and condition inputs into the FMS Arrival Performance page.
2) Select DRY runway on the FMS Arrival Performance page.
3) Determine the factor in the table above based on the autobrake setting, runway condition code,
ambient ISA temperature deviation, and increment to VREF required.
4) Apply the appropriate factor into the FACTOR field in the FMS.

The LFL field will provide a conservative estimate of the required FOLD.

The above factors provide performance with both thrust reversers operating.
To use the autobrake OFF FMS factors above with thrust reversers inoperative or with MMEL items,
multiply the associated corrections from the QRH FOLD data.
FOLD data is not provided for operation with thrust reversers inoperative, autobrake, and/or MMEL items
combined.
The maximum value of the ALD factor in the FMS is 3.0. Factors above 3.0 are provided as information
only.
Low autobrake is too penalizing for a factor across all conditions. To determine OLD with the low autobrake
setting, use QRH FOLD data.
NOTE: The resulting FMS LFL may be less than the FOLD calculated from the QRH FOLD data for the
same conditions due to conservative QRH corrections. The lesser distance may be used.

Slat Out/Flap 30, 2 Thrust Reversers − Factors to Convert FMS Dry ALD to Fold
Figure 08−02−1

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1. OPERATIONAL LANDING DISTANCE (CONT'D)

QRH Notes
1. Enter all applicable landing configuration and condition inputs into the FMS Arrival
Performance page.
2. Select DRY runway on the FMS Arrival Performance page.
3. Determine the factor in the table above based on the autobrake setting, runway condition
code, ambient ISA temperature deviation, and increment to VREF required.
4. Apply the appropriate factor into the FACTOR field in the FMS.
The LFL field will provide a conservative estimate of the required FOLD. The above factors
provide performance with both thrust reversers operating.
To use the autobrake OFF FMS factors above with thrust reversers inoperative or with MMEL
items, multiply the associated corrections from the QRH FOLD data.
FOLD data is not provided for operation with multiple failures combined (thrust reversers
inoperative, autobrake, and/or MMEL items). For factoring multiple non−normal conditions use
corrections to ALD.
Low autobrake is too penalizing for a factor across all conditions. To determine OLD with the low
autobrake setting, use QRH FOLD data.

NOTE
The resulting FMS LFL may be different from the FOLD calculated
using the FOLD data for the same conditions due to conservative QRH
corrections. The lesser distance may be used.

2. NOSEWHEEL STEERING (NWS) INOPERATIVE (INOP)

A. Dispatch with NWS INOP
Dispatch with NWS INOP, if authorized, must be in accordance with the approved MEL.

NOTE
1. Takeoff with NWS INOP must be performed in accordance with
AFM Supplement 14, Dispatch With Nosewheel Steering
System Inoperative.
2. For FAA−registered Global Express airplanes, takeoff with NWS
INOP is not authorized.

When takeoff with NWS INOP is planned, the runway should be chosen to minimize
crosswinds if possible. Maximum crosswind component for takeoff is 15 knots but is not
considered limiting.

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OPERATIONAL PROCEDURES

2. NOSEWHEEL STEERING (NWS) INOPERATIVE (INOP) (CONT'D)

A. Dispatch with NWS INOP (Cont’d)
Takeoff distance available should be greater than the calculated takeoff distance. AFM
Supplement 14, indicates to Increase the dry runway and wet runway takeoff field length by
100 feet. That would be appropriate for takeoff thrust application prior to brake release.
Takeoff distances similar to those associated with a rolling takeoff should apply for techniques
that follow.

NOTE
Supplement 14 performance guidance is based on the following:
1. For takeoff, thrust is set prior to brake release and it is assumed
that aerodynamic rudder control will be effective above 30 knots.
2. For landing, maximum braking is applied immediately upon
landing to a full stop, and it is assumed that aerodynamic rudder
control is effective to 30 knots during the deceleration.

The nosewheel steering system must be selected OFF. The nose wheel will be free castering.
The auto brake system must be selected OFF.
Dispatch with NWS INOP is prohibited for the following (refer to AFM, Supplement
Compatibility, page 07−00−01−1):
• Contaminated Runways
• Airport elevations above 10,000 feet
• On wet grooved runways
B. NWS INOP Taxi Technique
With NWS INOP, the nosewheel is free castering and taxi can be accomplished using
differential braking. Smooth application of differential braking will turn the airplane while it is
moving. Differential thrust can be used in moderation to facilitate turns and to prevent slowing
down excessively as a result of braking.
Anticipate turns and turn reversals or the termination of turns because smooth opposite
direction differential braking must be anticipated to facilitate tracking the desired route and to
avoid jerky braking and associated discomfort for passengers.
Do not constantly ride the brakes. Monitor brake temperatures to ensure they remain within
appropriate limits. This is especially important for NWS INOP taxi following a landing or RTO
with aggressive braking.
Care must be exercised when making tight turns. Avoid castering the nosewheel to high
angles approaching 90 degrees. At extreme nosewheel angles, forward progress may no
longer be possible and excessive lateral forces could be placed on nosewheel tires,
potentially causing tire damage, deflation or damage to the nose gear. A tow bar may be
required to straighten the nosewheel. If there is any doubt, the airplane should be stopped
until a tow can be arranged.

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2. NOSEWHEEL STEERING (NWS) INOPERATIVE (INOP) (CONT'D)

C. NWS INOP Takeoff Technique

NOTE
NWS failure could occur during the takeoff roll, requiring a decision
to reject or continue the takeoff. With NWS failure at slower speeds,
the takeoff should be rejected. After the decision to reject the
takeoff, use NWS Landing Technique to safely stop on the runway.
The nosewheel will be free castering after the NWS failure. Once at
safe taxi speed, use the NWS INOP taxi technique.

Ensure that the airplane is lined up with the runway and the nosewheel is tracking in line with
the runway, before application of takeoff thrust.
It is recommended that once lined up on the runway, initially, thrust should be advanced
slowly and evenly, while the airplane is rolling, allowing verification that the aircraft is tracking
straight before advancing to takeoff thrust. Sufficient additional takeoff distance must be
available for this slower thrust setting technique. See guidance on rolling takeoff.
As the airplane accelerates, maximize use of rudder via pedal input to maintain centerline
control. If additional directional control is required at slower speed, modulate differential brake
input (enough input to prevent or correct an undesired drift, but not enough to grossly impact
normal acceleration) until aerodynamic forces on the rudder provide sufficient control.

NOTE
1. Higher crosswinds will adversely impact centerline control.
2. Do not ride the brakes as this will excessively heat them and
adversely impact subsequent stopping performance.
3. When runway length is limited, operators should consider not
dispatching with NWS INOP.
4. In the event of rejected takeoff, the potential requirement for
differential braking will likely impact the ability to stop in the
calculated distance.
D. Landing with NWS INOP
When a landing with NWS INOP is planned, the following applies:
• Choose the longest, widest available runway with minimum crosswind and turbulence to
provide maximum deviation space and reduce pilot workload.
• Landing distances may be greater than for a normal landing because of the requirement
to use differential or asymmetric braking for directional control as aerodynamic rudder
control diminishes.
• AUTOBRAKE....OFF
• NOSE STEER....OFF
If NWS fails during landing rollout, crew awareness may be delayed (despite associated CAS
message(s) / aural tone) until the airplane path deviates directionally even with significant
pedal input to counter drift. Once aware, prompt transition to appropriate technique is
required. Do not attempt to troubleshoot during the rollout.

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OPERATIONAL PROCEDURES

2. NOSEWHEEL STEERING (NWS) INOPERATIVE (INOP) (CONT'D)

E. NWS INOP After Landing Technique
The nosewheel will be free castering. As speed decreases, directional control will gradually
transition from primarily aerodynamic control via rudder pedal input, to differential braking.
This will become apparent with ever increasing rudder input to deflection limit. Approaching
pedal travel limit, start applying appropriate differential brake input to control centerline.
Differential thrust, using Thrust Reverser modulation, can also be used to control centerline.
During aggressive braking (large brake pedal application), precise differential braking may be
more difficult to modulate. With large rudder pedal deflections, precise differential brake
application on either pedal may require more conscious effort. In all cases, strict attention
should be paid to prevent inadvertent brake application on the aft−moving brake pedal.
Elevated crosswinds will adversely impact centerline control, making the task more difficult
and may result in high asymmetric brake temperatures.
Especially with wet or contaminated conditions, differential reverse thrust may assist with
directional control, when braking is less effective. An increase of downwind reverse thrust and
/ or a reduction of into−wind reverse thrust may be necessary. Care should be exercised on
contaminated runways to minimize debris ingestion into the engines. Attempt to anticipate
differential reverse thrust usage and be aware that there is a lag between thrust reverser
selection and availability of useful reverse thrust. It may be useful, after both thrust reversers
are deployed, to favor using more reverse thrust on one side to assist with directional control.
At taxi speed, use differential braking and differential thrust to clear the runway. Use of
high−speed turnoffs should occur only when directional control is well in hand and conditions
permit.
If directional control becomes difficult, the airplane should be stopped until a tow can be
arranged.

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Volume 1 Flight Crew Operating Manual REV 108, May 19, 2021
08−02−10 CSP 700−6
IN-FLIGHT-CHECKS
INTRODUCTION

1. GENERAL
In−flight checks may include operating procedures not routinely performed and may need to be
accomplished when certain airplane systems are to be observed/verified in flight.
EASA regulations stipulate, the operational in−flight check of the Ram air Turbine (RAT/ADG)
falls under the requirements of a Maintenance Check Flight (MCF). The Evaluation Flight Profile,
as presented in this chapter (page 09−03−1), does not fall under the EASA MCF requirements.
No other maintenance check flights are required by Bombardier for this airplane to be returned to
service, unless specifically required by Bombardier engineering in specific cases.
Under EASA regulations, MCF can only be conducted by flight crew who have received training
and are approved to conduct MCF. Exceptions have been granted for crew who have relatively
recent previous experience performing a similar task (EASA Authority approval required).
Other Authorities do not have special requirements for flight crews to perform the RAT/ADG
in−flight check; flight crew must be type−rated and current on the airplane per the applicable
Authority.
A. Conduct of In−Flight Checks
Prior to conducting any in−flight checks, flight crew should thoroughly review the applicable
procedure(s). In most cases this should be done pre−flight. There should be a complete
assessment which includes but may not be limited to the following:
• Expected systems indications and behaviors.
• Roles and responsibilities of each crew member during the task, including those of a jump
seat crew member if one is present.
• Coordination that may be required with Air Traffic Control unit(s).
• Meteorological conditions and their impact on the flight (VMC may be required).
• Any weight and balance changes.
• FMS settings defaults may have changed, and settings or sensor selections may be
non−standard.
• Switches and circuit breakers may have been moved out of normal position.
• **(see Notes)
Airplane status, including but not limited to:
− Has the airplane been in storage?
− Has maintenance been performed?
− What is the status of airplane systems?
• Any contingencies that may be required if systems do not function as expected.
• Any other items or issues that could impact safe conduct of the flight.
Any discrepancies should be noted and addressed with maintenance personnel prior to the
flight.

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IN-FLIGHT-CHECKS
INTRODUCTION

1. GENERAL (CONT'D)
A. Conduct of In−Flight Checks (Cont’d)
The procedures outlined in the following pages are designed to be completed as presented.
Complete all applicable procedures. Do not change sequences within procedures.

NOTE
1. **Airplane status − flight crew should thoroughly review what
system(s) may be impacted:
• note the affected system(s) / sub−system(s),
• evaluate and brief the impact of affected items as a crew,
• pay close attention to those items during walk around and
pre−flight checks, and
• evaluate mitigations for potential inflight issues.
2. For flights following maintenance on flight control systems, close
attention should be paid to flight control checks. Full travel and
proper sense of movement should be determined, including
spoiler behavior where applicable. If flight control surfaces
cannot be directly observed from the flight deck, an external
observer with audio communication to the flight deck should be
used for movement verification.

Volume 1 Flight Crew Operating Manual REV 106, Nov 11, 2020
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IN-FLIGHT-CHECKS
RAM AIR TURBINE

1. RAT MANUAL DEPLOYMENT CHECKS

A. General
EASA regulations stipulate, the operational in−flight check of the Ram air Turbine (RAT/ADG)
falls under the requirements of a Maintenance Check Flight (MCF). Under EASA regulations,
MCF can only be conducted by flight crew who have received training and are approved to
conduct MCF. Exceptions have been granted for crew who have relatively recent previous
experience performing a similar task (EASA Authority approval required).
Other Authorities do not have special requirements for flight crews to perform the RAT/ADG
in−flight check; flight crew must be type−rated and current on the airplane per the Authority
under which the airplane is operated.
In−Flight RAT Check
Prior to commencing the RAM AIR turbine operational check, the crew should be familiar with
the In−Flight Checks Introduction section of this chapter (page 09−01−1).
Flight crews should review the complete procedure prior to its commencement to understand
the sequence and review expected system indications/behaviors.
The following is the operational in−flight check of the ram air turbine (RAT/ADG). Only
perform this check in visual meteorological conditions (VMC). Ensure that this check is not
performed during icing conditions.
The check shall be performed in standard configuration (no inoperative VFGs/ACMPs per
MMEL/MEL, hydraulic pump 3A selected ON, hydraulic pump 3B selected AUTO).
Complete all sequences as presented.

NOTE
The RAT will disturb the airflow around the stall protection system’s
R/H vane and the P2 pitot−static probe. This is why ADC 1 and 3
are selected and one of the pushers is set to OFF during this check.
(1) ADC 1 and ADC 3..............................................................................................Select
(2) STALL PUSHER (either L or R) switch................................................................ OFF
NOTE
STALL PROTECT FAIL caution message will be displayed.
(3) Landing gear lever ............................................................................................. Down
(4) Slat/Flap selector lever ................................................................................... OUT/16
(5) Airspeed............................................................................................Maintain 180 Kts
(6) AC ELECTRICAL page...................................................................................... Verify
• Record generator 4 voltage and load:

• AC ESS BUS is powered by AC BUS 4.

NOTE
Monitor hydraulic and AC electrical synoptic pages.
t

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IN-FLIGHT-CHECKS
RAM AIR TURBINE

1. RAT MANUAL DEPLOYMENT CHECKS (CONT'D)

A. General (Cont’d)
(7) RAT handle......................................................................... Pull (Do not stow handle)
• The RAT deploys.
• The RAT hydraulic pump is displayed on the HYDRAULIC synoptic page.
• The RAT generator and electrical parameters are displayed on the AC ELECTRICAL
synoptic page.
• The flow line between the RAT and the AC ESS BUS is green.
• The RAT GEN switch ON legend illuminates.
• EMER PWR ONLY warning message is displayed.
• RAT GEN ON advisory message is displayed.
• Make sure that the generator 4 voltage remains unchanged and that the electrical
load has been significantly reduced.
(8) HYDRAULIC pump 3A and 3B ............................................................................ OFF
• Make sure that the hydraulic system No. 3 pressure is within operating limits.
• Make sure that the RAT generator voltage and frequency are within operating limits.

NOTE
The RAT generator voltage and frequency are within
operating limits when the numeric values on the
AC ELECTRICAL synoptic page are green.
(9) HYDRAULIC pump 3A........................................................................................... ON
(10) HYDRAULIC pump 3B.......................................................................................AUTO
(11) RAT GEN switch................................................................................................ Press
• The ON legend remains illuminated.
• The RAT generator still powers AC ESS BUS.
(12) RAT Handle .........................................................................................................Stow
(13) RAT GEN switch................................................................................................ Press
• The RAT generator is off-line.
• The AC ESS BUS is connected to AC BUS 4.
• The RAT GEN switch OFF legend illuminates.
• The RAT GEN OFF status message is displayed.
• EMER PWR ONLY warning message disappears.
(14) RAT handle............................................................................................................Pull
• The RAT generator comes on-line.
• The RAT generator connected to the AC ESS BUS on the AC ELECTRICAL page.
• RAT GEN switch ON legend illuminates.
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1. RAT MANUAL DEPLOYMENT CHECKS (CONT'D)

A. General (Cont’d)
• EMER PWR ONLY warning message is displayed.
• RAT GEN ON advisory message is displayed.

NOTE
The RAT generator output is shed when ADC 1 or ADC 3 indicates
approximately 147 kts.
(15) Airspeed......................................................................................... Reduce to 140 Kts
Record the speed at which the RAT generator went off-line:

• The AC ESS BUS is connected to AC BUS 4 on the AC ELECTRICAL page.

• RAT GEN switch OFF legend illuminates.
• RAT GEN OFF status message is displayed.
• EMER PWR ONLY warning message disappears.

NOTE
The RAT generator should come on−line when ADC 1 and ADC 3
indicates above 152 kts.
(16) Airspeed.................................................................................Increase above 152 Kts
• Record speed at which the RAT Generator comes on-line:

• The RAT generator is connected to the AC ESS BUS on the AC ELECTRICAL page.
• RAT GEN switch ON legend illuminates.
• EMER PWR ONLY warning message is displayed.
• RAT GEN ON advisory message is displayed.
(17) On the Cockpit Circuit Breaker Panel,
Circuit Breaker E8 (ESS TRU 2).......................................................................... OUT
• The DC ESS BUS and the BATT BUS are tied on the DC ELECTRICAL page.
• The flow line between the AC ESS BUS and ESS TRU 1 is green.
(18) On the Cockpit Circuit Breaker Panel, Circuit Breaker
E8 (ESS TRU 2) ...................................................................................................... IN
• The DC ESS BUS and the BATT BUS are disconnected.
• The flow line between the ESS TRU 1 and DC ESS BUS is green.
(19) ADC ...................................................................................................... Verify 1 and 3
(20) RAT GEN switch.......................................................................................... Verify ON
(21) HYDRAULIC pump 3A................................................................................. Verify ON
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1. RAT MANUAL DEPLOYMENT CHECKS (CONT'D)

A. General (Cont’d)
(22) HYDRAULIC pump 3B............................................................................ Verify AUTO
NOTE
1. ADC MISCOMPARE caution message may be displayed.
2. RAT GEN FAIL caution message may be displayed during
landing rollout.
3. After engine and APU shutdown, verify that the DC ESS and
BATT BUS are tied (DU 1 and 2 powered).
4. Stow the RAT handle only once it has been checked that DC
ESS and BATT BUS remain tied after the RAT generator
was shed and that the APU and engine’s generators are no
longer powering the aircraft.

WARNING

After in flight RAT deployment, do

not touch the RAT until a minimum
of 15 minutes after landing. Residual
pressure may cause RAT to rotate.
This can cause injury to persons and
damage to equipment.
Prior to landing:
(23) Approach speed.............................................................. VREF (FLAPS 30) + 10 KIAS
(24) Actual landing distance............................................................................. INCREASE
as applicable by factor given below:
WITHOUT THRUST REVERSERS WITH THRUST REVERSERS
1.37 (37%) 1.34 (34%)

———— END ————

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IN-FLIGHT-CHECKS
EVALUATION FLIGHT

1. FOREWORD
Occasionally, Bombardier receives requests from Operators seeking guidance and support to
conduct flight tests beyond normal Airplane Flight Manual (AFM) procedures. Requests of this
nature are often initiated by Operators in order to comply with mandated civil aviation authority
requirements to keep the airplanes certificate of airworthiness valid.
Flight tests, that may be required by some civil aviation authorities, outside of the normal AFM
operating envelope and limits, including such maneuvers as stalls or in−flight engine shutdowns,
are beyond the scope of this document and require approved flight test procedure(s).
Airplanes that have been certified and approved under Transport Canada (TC), Federal Aviation
Administration (FAA), or European Aviation Safety Agency (EASA) certification standards
(or equivalent), and have been maintained or repaired using approved procedures, do not
require flight tests that entail operations outside the normal AFM envelope or limits.
The following Evaluation Flight profile has been prepared in accordance with this policy.

2. GENERAL
The purpose of the Evaluation Flight (EF) is to provide an efficient flight profile to demonstrate the
functionality of the airplane and its systems within the normal flight envelope. This is considered a
normal flight with the exception that data may be collected for post−flight review if required. Any
normally applicable procedures prior to dispatch must be followed, including normal maintenance
or operational releases, flight planning/coordination, crew coordination, servicing, etc.
Normal Checklist procedures must be completed as required. In some cases, items of the EF
profile will be addressed during or in conjunction with actions carried out as part of Normal
Checklist procedures. Guidance is provided to facilitate completing the various steps in
conjunction with normal procedures.
Some of the system checks provided herein are not normally carried out to the same extent on
routine flight profiles. Detailed procedures have been included in order to provide a means of
system verification. The included checks do not require a maintenance follow−up action or an
altered profile or configuration to complete the flight. These checks, when followed to conclusion,
return the systems to normal configuration.
The EF profile may be used in whole or in part as required. The profile should be reviewed by
both crew members to determine crew duties. Generally, the Pilot Monitoring (PM) would be
responsible for communications and collecting applicable data, while the Pilot Flying (PF) flies the
required profile. The EF profile in this document provides a representative sample of items that
were evaluated during the post assembly/production Test Flight conducted on this airplane.
The EF can be flown by any pilot certified and current on the airplane under the rules of the
applicable certifying agency of registration. The EF profile is not considered Maintenance Check
Flight (MCF) under EASA regulations and no special regulatory authorizations are required.
Normal operating procedures are applicable unless there is a requirement to respond to
Non−normal / Emergency situations.
The limitations contained within the AFM must be respected.
Non−normal maneuvers / tests are not part of a normal flight profile and are outside the scope of
the EF profile (e.g. engine shutdowns and relights, approaches to stall, etc.), Such maneuvers
are considered Test Procedures, requiring qualified Test Pilots following approved flight test
procedures.
Prior to commencing the EF profile, the crew should be familiar with the In−Flight Checks
Introduction section of this chapter (page 09−01−1).

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3. EVALUATION FLIGHT PROFILE OVERVIEW

The following outlines the EF profile and the systems verifications to be accomplished in each
phase.
PREFLIGHT CHECKLIST
Preflight considerations/planning
On Ground to Taxi
FMSs; APU Start/Parameters; Hydraulics; Fuel System; Pressurization System; Instrumentation;
Engine Start/Parameters; Cowl and Wing Anti−Ice
Taxi
Brakes; Nosewheel Steering; Thrust Reversers
Engine Run
Engine parameters
Takeoff
Autothrottle
Climb to 15,000 ft.
Flight Instruments; Autopilot; Trims; ADC Data; Landing Gear Manual Release; Wing Anti−Ice
Climb to FL410
ADC Data; Engine Instruments; Weather Radar; Environmental Control System
Descend to FL370
During Descent − Flight Spoilers
At FL370
APU Relight
Descend for Approach(es):
Approach Checks; Indication verification
Landing
Autobrake − one landing use Autobrake; Ground Lift Dumping; Pressurization; IRS accuracy

Fuel Load: as required.

Expected flight duration: 1.5 to 2.5 hours depending on the number of approaches,
contingencies, ATC, etc.

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

PREFLIGHT CHECKLIST
Before flight ensure the following have been reviewed/considered/completed:
Maintenance: Review previous snags and work completed
Any open items addressed / acknowledged as required
Weight and Balance verified
Airplane released for flight
Operations: Airplane released by operations
Flight profile: Reviewed by crew
Coordinated with ATC as required
Ground Servicing / Fuel load and distribution as required
support:
Cabin systems serviced as required: Water; Lavatory
Passengers: Briefed on Flight profile and Cabin Safety
Emergency Briefing
FUEL
If fuel transfer must be verified, load at least 500 lbs in the center tank and at least 500 lbs in the
aft tank (if applicable). A nuisance CAS message CTR XFER FAULT may post if the wing tank
fuel quantity is less than 50% and fuel is contained in the center tank.
Fuel manually to less than 93% capacity per wing to allow fuel to transfer automatically from the
center tank when the system is powered up. If there is a delay in monitoring fuel levels after
power−up, automatic transfer may occur without crew awareness. If there are no associated CAS
messages posted, one can assume that fuel transfer has taken place normally.
Note that AFT XFER OFF SCHED Advisory message may be displayed until fuel is transferred
from the aft tank. To transfer aft tank fuel, if sufficient capacity is available in the wings, AFT
XFER.....ON until aft tank is empty, then AFT XFER.....AUTO.
CABIN SYSTEMS
Many of the cabin systems can be verified on the ground prior to or after flight. An additional
qualified crew member may be on the flight to verify all systems operate as required. A list of
some cabin systems items is located at the end of this EF Profile.
DATA COLLECTION
When tables are provided, parameters or descriptions are represented in shaded fields. Data
entry locations are non−shaded fields, (Example: *Circle the applicable case, **Insert value):
Left Engine
Crank / Rotor Bow *Y / N
Ignition ** %N2

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

FLIGHT COMPARTMENT SAFETY CHECK
Complete the items of the check up to “APU”. During the APU start, observe / record the
following:
APU
APU Switch RUN APU IN BITE Advisory
APU Icons on Status Page
DC Synoptic Avionics Battery ____V (min 22) ______ A
APU Battery ____ V (min 22) ______ A
R Aux Pump and Fuel line green

NOTE
Observe APU Limitations.

APU Switch START Time to light _____ secs

Peak EGT _____ °C
Time to 100% _____ secs
Stable RPM _____ %
APU Generator _____ V
_____ KVA
_____ Hz
Time to Bleed available _____ secs
(~60 sec after APU 100%)
Synoptic Display Normal
Remaining CAS messages appropriate
Continue with the FLIGHT COMPARTMENT SAFETY CHECK to “FMS”
While performing normal FMS tasks, confirm the following:
FMSs Databases loaded, and current on all three
FMSs
Initial Cruise Set to 15,000 feet
Altitude
After the NORMAL EXTERNAL WALKAROUND and CABIN INSPECTION, perform the FLIGHT
COMPARTMENT ORIGINATING CHECK and note the following if applicable.

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

HYDRAULICS Check and Record:

System 1B 3A 3 3B 2B
Quantity % % %
Pressure psi psi psi psi

FUEL SYSTEM
Center transfer Check Occurs with either wing < 93% capacity
L AUX PUMP Press In L AUX PUMP OFF Status, and
PBA OFF
Press Out Status & PBA clears
L PRI PUMPS Press In L PRI PUMPS OFF Status, and
PBA OFF
Press Out Status & PBA clears
R AUX PUMP Press In R AUX PUMP OFF Status, and
PBA OFF
Synoptic shows AUX pump white
PRI pumps and Flowline green/APU runs
Press Out Status & PBA clears
R PRI PUMPS Press In R PRI PUMPS OFF Status, and
PBA OFF
Synoptic shows PRI pumps white
AUX pumps and Flowline green/APU runs
Press Out Status & PBA clears
WING XFER => → FUEL XFER ON Status
L Transfer Valve opens
L AUX Pump and Flowline green
Transfer occurs
WING XFER OFF WING FUEL XFER OFF Status
Synoptic returns to APU only configuration
WING XFER <= ← FUEL XFER ON Status
R Transfer Valve opens
R AUX Pump and Flowline green
Transfer occurs
WING XFER AUTO Synoptic returns to APU only configuration

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XFEED SOV Press In XFEED VALVE OPEN Status

Crossfeed Valve opens
L Primary Pumps run
Press Out Crossfeed Valve closes, Status clears
AFT XFER ON AFT FUEL XFER ON Status
(If applicable)
Aft Pumps and Flowline green
Transfer occurs
OFF AFT FUEL XFER OFF Status
Aft Pumps stop
AUTO Status message clears

ENVIRONMENTAL CONTROL SYSTEMS APU RUNNING

TEMPERATURE (COCKPIT, FWD CABIN and AFT CABIN):
Adjust Increase Selected Temps increase
Duct Temps increase
Decrease Selected Temps decrease
Duct Temps decrease
RECIRC FAN Press In Synoptic, RECIRC FAN OFF Status, and
PBA OFF
Press Out All indications clear
TRIM AIR Press In Synoptic, TRIM AIR OFF Status, and
PBA OFF
Press Out All indications clear
RAM AIR Press In Synoptic, RAM AIR ON Status, and
PBA ON
Press Out All indications clear
L PACK Press In Synoptic, L PACK OFF Status, and
PBA OFF
TRIM AIR OFF Status
HASOVs close
Press Out All indications clear, HASOVs open
R PACK Press In Synoptic, R PACK OFF Status, and
PBA OFF
TRIM AIR OFF Status
HASOVs close

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L PACK Press In Synoptic, L−R PACK OFF Status, and
PBA OFF
AUX PRESS Press In Synoptic, AUX PRESS ON Status, and
PBA ON
All Trim Air Valves and HASOVs (5) open
AUX PRESS Press Out All Trim Air Valves and HASOVs (5) close,
Status & PBA clear
Both PACKs Press Out All indications clear
PACK CONTROL LO Synoptic and L−R PACK LOW FLOW Status
HIGH Synoptic and L−R PACK HIGH FLOW Status
L PACK Press In Check flow from cockpit vents
PACK CONTROL MAN Synoptic and L−R PACK MAN TEMP Status
R MAN TEMP HOT Pack outlet temp increases
COLD Pack outlet temp decreases
R PACK Press In
L PACK Press Out Check flow from cockpit vents
L MAN TEMP HOT Pack outlet temp increases
COLD Pack outlet temp decreases
PACK CONTROL NORM
R PACK Press Out Indications return to normal

PRESSURIZATION (APU Running)

The following pressurization functions can only be verified with the airplane doors closed. Monitor
the pressurization. Do not exceed limitations. If cabin pressurization limitations are approached,
use EMER DEPRESS to equalize pressure and reassess the situation.

WARNING

Do not open Cabin Door while aircraft is pressurized.

PRESSURIZATION Press In MAN PRESS CONTROL Status, and
(AUTO/MAN) PBA MAN

Manual control icons on Status Page

MAN ALT DN Both Outflow Valves move toward closed
Cabin altitude decreases and ΔP increases
UP Both Outflow Valves move toward open
Cabin altitude increases and ΔP decreases
DN Set cabin altitude to ambient −300 feet

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EMER DEPRESS Press In EMER DEPRESS Caution, and PBA ON

Both Outflow Valves open fully (96 to 100%)
Cabin altitude returns to ambient
Press Out Caution & PBA clear
OUTFLOW Press In OUTFLOW VLV 1 CLSD Status, and
VALVE 1 PBA CLOSED
Valve closed (0 to 4%)
Press Out Status & PBA clear
MAN ALT UP Until Outflow Valve 1 opens greater than 50%
before proceeding to minimize pressurization
rate changes
OUTFLOW Press In OUTFLOW VLV 2 CLSD Status, and
VALVE 2 PBA CLOSED
Valve closed (0 to 4%)
Press Out Status & PBA clear
MAN ALT UP Until Outflow Valve 2 opens greater than 50%
before proceeding to minimize pressurization
rate changes
PRESSURIZATION:
AUTO/MAN Press Out Synoptic returns to normal,
Status & PBA clear

INSTRUMENTATION
PFDs, MFDs Proper indications, overlays, symbols
Radar Altimeters Function / display appropriately
HUD Alignment and displays correctly
EVS Displays correctly in HUD and on FMS CDU 2 (VIDEO)
Complete the FLIGHT COMPARTMENT ORIGINATING CHECKS
Confirm that the FLIGHT COMPARTMENT SAFETY, ORIGINATING, and
BEFORE START CHECKS are complete

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ENGINE START
Record: Wind _____° / _____ Kts OAT _____°C QNH _____ Heading _____°
Proceed with the Start Check. During the actual engine start note/record the data per the
following table.
Circle Y / N as applicable to indicate if the engine start was dry cranked for tailwind or a Rotor
Bow.

Observe Starter Duty and Engine Limitations as per AFM.

Left Engine Right Engine
Crank / Rotor Bow Y/N Y/N
Ignition %N2 %N2
Fuel Flow %N2 %N2
Light Up %N2 %N2
Ignition Cutout %N2 %N2
Starter Cutout %N2 %N2
Max ITT (700 °C Max) °C °C
Stable Idle Secs Secs
Complete AFTER START CHECKLIST

During the checks note or verify the following:

Engine AUTO Confirm Bleeds from both Engines
Bleeds
At idle power record the following engine parameters:
EPR N1 ITT N2 Fuel Flow Oil Temp Oil Press *Fuel
Temp
Left
Right
*Use Fuel Synoptic for Engine Fuel Temp.

ANTI−ICE
R COWL ON R COWL A/ICE ON Status
R Cowl Anti−Ice Valve opens and LP to cowl flow
green
Right CAI Icon on EICAS page

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L COWL ON L COWL A/ICE ON Status
R COWL A/ICE ON Status
L Cowl Anti−Ice Valve opens and,
LP to cowl flow green
Both CAI Icons on EICAS page
L & R COWL OFF L & R Cowl Anti−Ice valves close and,
LP to cowls blank
CAI Icons clear from EICAS page
Synoptic and Status message clears
WING ON WING A/ICE ON Status
WAI Icon on EICAS page
Wing Anti−Ice Isolation Valves open
Flow−lines and Leading edges green
WING OFF Message clears, Flow−lines blank
WAI Icon clears from EICAS page
ANTI−ICE As required Per ambient conditions / AFM Limitations
AFTER START CHECKLIST Complete

TAXI CHECKS
Verify the following:
Brakes Check Smooth braking Left pedal
(both pilots)
Smooth braking Right pedal
Nose steering Check Handwheel steering
Rudder steering
THRUST REVERSERS
Thrust Reversers Deploy
Stow
Complete TAXI CHECKS

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

ENGINE RUNS
Prior to Takeoff, data for the engines at TO thrust may be collected. This may be accomplished
by either recording the data while on the runway threshold prior to brake release (coordinate one
minute on the threshold prior to brake release), or by parking the airplane in an area where high
thrust may be safely applied for data collection. Both may require coordination with ATC.
Ensure the area behind the airplane is clear. The significant thrust produced at TO thrust may
cause damage to other airplanes or items behind the airplane.
Ensure aircraft is aligned into the wind prior to performing the following procedure.
Ensure the surface conditions are acceptable for high thrust. Contaminated surfaces may not
permit such thrust application without airplane movement.
All Bleeds AUTO Confirm bleeds from engines
EPR Check T/O EPR setting
STEADY STATE TAKEOFF (TO) THRUST
Wind _____° / ______ Kts. OAT ______ °C QNH ______ Heading _____ °

At TO thrust (max TLA) record the following engine parameters:

EPR N1 ITT N2 Fuel Flow Oil Temp Oil Press *Fuel
Temp
Left
Right
*Use Fuel Synoptic for Engine Fuel Temp.

Complete TAKEOFF CHECKLIST

TAKEOFF
Autothrottle Engage At Line up
Confirm AT engage at 60 kts & 60% N1
HOLD Mode @ 60 kts
TO Mode
THRUST Mode at 400 ft. AAE
Complete AFTER TAKEOFF CHECKLIST and CLIMB CHECK as required

Climb to 15,000 ft.

Synoptic Pages Check Review all Synoptic Pages

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

Cabin Altitude Check Confirm Cabin Altitude on schedule (~400
feet/ΔP 6.22 psi)
[9002 thru 9174 not incorporating
SB700−21−034 or SB700−21−036,
(~800 feet/ΔP 5.98 psi)]
Autopilot Disengage Adjust trim as required. Note any unusual roll,
yaw, pitch
AFCS FGC MFD control panel > MENU > FGC > ENT,
to verify other Flight Guidance Computer
Flight Director Select Lateral and Vertical modes as required
Modes
Autopilot Engage
Autothrottles Engage

FLIGHT INSTRUMENTS
Level Flight / 15,000 ft. / 200 KIAS clean configuration (APU OFF)
Trim Settings:
Rudder Trim Adjust Center Turn and Slip indicator
Note/record position
Aileron Trim Note/record position
15,000 ft. / 200 KIAS
For collection of data associated with ADCs, take the readings from the non−coupled PFD. Select
alternate ADC on the non−coupled PFD to view/record the data required.
KIAS ALT
MADC 1
MADC 2
MADC 3
EISI

LANDING GEAR MANUAL RELEASE

Level Flight / 15,000 ft. / 190 KIAS
Slat Flap OUT / 16
LG PULL Pull Do not squeeze button
Check GEAR DISAGREE Caution
Gear Down (3 Greens)
NOSE DOOR Caution
L MAIN GEAR DOOR Caution

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R MAIN GEAR DOOR Caution
After 30 sec. BRAKE FAULT Advisory
LDG GEAR DN GEAR DISAGREE Caution clears
LG PULL Stow Gear Doors close
All messages clear (~30 sec.)
LG GEAR UP
Slat Flap IN / 0
Speed As required
WING ANTI−ICE
WING ON WING A/ICE ON Status
Wing Anti−Ice Isolation Valves open
Flow−lines and Leading edges green
WAI Icon on EICAS page
WING X−BLEED FROM L WING XBLEED FROM L Status
Wing cross−bleed Valve opens
R Wing Isolation Valve closes
WING X−BLEED FROM R WING XBLEED FROM R Status
Wing cross−bleed Valve remains open
L Wing Isolation Valve closes,
R Wing Isolation Valve opens
WING X−BLEED AUTO WING A/ICE AUTO Status
Valves and Flowlines as applicable (blank)
WING OFF Message clears, Flow−lines blank
WAI icon clears from EICAS page
WING As required for current atmospheric conditions

Climb to FL 410
Confirm all instruments and synoptic pages normal
1/2 BANK ∼ 35, 000 ft Half Bank activates automatically

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FL410 / M0.85
For collection of data associated with ADCs, take the readings from the non−coupled PFD.
Select alternate ADC for the non−coupled PFD to view/record the data required.
MACH KIAS ALT
MADC 1
MADC 2
MADC 3
EISI

Record the following engine parameters:

EPR N1 ITT N2 Fuel Flow Oil Temp Oil Press *Fuel
Temp
Left
Right
*Use Fuel Synoptic for Engine Fuel Temp.

WEATHER RADAR
Confirm operation in various modes as applicable

ENVIRONMENTAL CONTROL SYSTEM

Cabin Pressure Record ΔP psi ________ psi
Cabin Altitude Record ________ Feet
FL410 Single Pack Operation
L or R PACK Press In Appropriate L (R) PACK OFF
(circle one) Status, and
PBA OFF
After 1 minute Cabin Altitude unchanged,
cabin rate = 0
Inoperative PACK Press Out Related messages cleared

COMMUNICATIONS
Confirm operation of VHF, HF radios and SELCAL, Datalink (CPDLC),
as applicable

Descent to FL370
Complete DESCENT CHECKLIST

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

FLIGHT SPOILERS (during descent, Autopilot OFF)

Flight Spoilers FULL MFS 1 & 2 UP
Correct icon on EICAS
Smooth extension
No significant roll
One Thrust Lever Advance FLT SPLR DEPLOYED Caution
Thrust Levers Set As required

Flight Spoilers RETRACT All panels retract

EICAS icons clear
Autopilot As desired
Autothrottles As desired

APU START (at FL 370 or below)

APU START Fuel & ignition at 5% RPM
Max EGT _______ °C
APU Generator on line
(~2 sec after 99% RPM)

APPROACH CHECKS
Conduct approaches as required
Precision Check Confirm indications are correct
Non−precision Check Confirm indications are correct

LANDING AND SHUTDOWN

Confirm APPROACH AND LANDING Checks complete

Autobrake
Complete one landing with use of Autobrake
Autobrake Select Circle setting selected L/M/H
Satisfactory operation

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3. EVALUATION FLIGHT PROFILE OVERVIEW (CONT'D)

GROUND LIFT DUMPING

GND LIFT AUTO Thrust levers idle + weight on wheels = spoilers deploy
DUMP
40 seconds after touchdown and 30 seconds after
groundspeed < 45 kts, spoilers retract

PRESSURIZATION
Cabin Pressure returns to ambient
IRS ACCURACY
Record IRU positions relative to FMS position
Groundspeed Drift Rate Nautical Miles
IRU # 1 Status Kts Nm
IRU # 2 Status Kts Nm
IRU # 3 Status Kts Nm

Complete SHUTDOWN and TERMINATING CHECKS if required

POST FLIGHT
Review collected data with appropriate maintenance personnel. Perform data downloads if
required.

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Notes / Comments:

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Additional cabin systems that may require verification:

Check Iridium phone operation from all handsets

Check INMARSAT phone operation from all handsets
Check flitefone operation from all handsets
Operate all modes of the cabin entertainment system
Check all modes of cabin temperature control
Check lav water system hot, cold, and drain operation
Check galley water system hot, cold, and drain operation
Check galley systems for proper operation: Chiller: Coffee maker; Oven; Microwave
Check forward lav flush operation
Check aft lav flush operation
Check all modes of the Airshow system
Check all gaspers for sufficient airflow
Check ATG−5000 internet connection
Check INMARSAT or KU/KA band based internet connection
Send and receive a fax
Check operation of cabin lighting system
Check operation of cabin window shade system
Check operation of galley lighting system
Check operation of lav lighting system
Check lav and cabin doors for proper operation
Check exterior doors for excessive whistling noise.

Volume 1 Flight Crew Operating Manual REV 91, Jan 30, 2017
09−03−18 CSP 700−6
IN-FLIGHT-CHECKS
IN AIRPLANE TRAINING / CHECKING

1. IN-AIRPLANE TRAINING / CHECKING

Bombardier has received requests to condone operators’ desires to conduct in−airplane flight
training and checking. The only in−airplane flight training and checking that Bombardier
recommends is where all systems are operated normally. Such training would include normal
approach and landing, missed approach, departure and procedure training, where no
non−normal or emergency condition is simulated. While discussions of scenarios involving
malfunctions may be useful or appropriate, actually inducing or simulating non−normal system
behavior is not recommended.
It is recommended that non−normal or emergency training or checking be conducted in qualified
and approved training devices. These are operated in accordance with approved regulations, by
approved facilities / instructors using approved training materials and programs.
Practicing non−normal scenarios in an actual airplane is not recommended. Using an airplane to
conduct such training introduces variables which are not reasonable or representative. Training
conducted in such a manner cannot simulate the real conditions that should be experienced by a
crew to accurately deal with such scenario; some examples include:
• System response or indication is not representative of the failure
• Asymmetric thrust cannot be reasonably simulated
• Thrust settings are non−representative of OEI operation
• Engine fire and other systems cannot be operated as required
• Aircraft response is not representative
• Indications are not representative and provide misleading cues for failure
Bombardier does not recommend active in−airplane training or checking of non−normal or
emergency scenarios. That type of training or checking should only be carried out in devices and
at facilities approved for such purposes, by approved instructors / evaluators. There are plenty of
available devices to properly conduct training and checking where non−normal and emergency
procedures are required to be trained or need to be evaluated.
Bombardier recommends the “Fly like you train and train like you fly” philosophy. Doing otherwise
jeopardizes the end−product, safety and can contribute to negative training.

REV 111, Mar 01, 2022 Flight Crew Operating Manual Volume 1
CSP 700−6 09−04−1
IN-FLIGHT-CHECKS
IN AIRPLANE TRAINING / CHECKING

THIS PAGE INTENTIONALLY LEFT BLANK

Volume 1 Flight Crew Operating Manual REV 111, Mar 01, 2022
09−04−2 CSP 700−6

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